MINISTRY OF URBAN DEVELOPMENT (MoUD) Government of India

DIRECTORATE OF LOCAL BODIES, UTTAR PRADESH

FINAL DPR for Bus Procurement and Ancillary Infrastructure under JNNURM in 9 cities in Uttar Pradesh

JHANSI

Total Project Cost: Rs. 6926.99 Lakhs Central Financial Assistance Required: Rs. 5009.02 Lakhs

JANUARY 2014

Consulting Engineering Services (India) Private Limited

Plot No. 184, Platinum Tower, Udyog Vihar, Phase – I, Gurgaon 112 016 (Haryana), India

Tel: 91-124 331 7000 Fax: +91-124-337 2999

Project: Preparation of DPRs for Bus Procurement and Ancillary Infrastructure under JNNURM in 9 selected cities in Uttar Pradesh - Jhansi Page A Client: Directorate of Local Bodies, Uttar Pradesh January, 2014 Document: 47305100/TT/Report Card Revision: R0

REPORT CARD OF EARLIER JnNURM FUNDING[1]:

Status of earlier funding for buses under JnNURM[2]

As Jhansi City is applying for funding from JnNURM for the first time, hence the table mentioned below is Not Applicable (NA) for Jhansi City.

Sl. No. Particulars Status 1 Number of buses sanctioned under JnNURM NA 2 Number of buses purchased under JnNURM NA 3 Total funding approved under JnNURM NA 4 Total fund utilized under JnNURM NA 5 Route details: route, length, frequency & number of buses (to be attached) NA

Status of JnNURM Reforms[3]

Sl. No Items Yes/No Status

On the basic of primary surveys and Scientific determination of bus network, routes, and analysis, reconnaissance and 1 Yes frequencies discussions with the client representatives Infrastructure arrangement being made to accord priority to 2 Yes Proposed after 6-8 months the operation of buses City specific wholly owned Special Purpose Vehicle for 3 Yes Proposed after 6-8 months managing city bus service Institutional arrangements being put in place for Proposed at State and City level after 4 Yes introduction/improvement of the public transport system 12 months Provision of maintenance of buses through their entire useful 5 Yes Proposed after 6-8 months life Contracting strategy for engagement of private sector for 6 Yes Proposed after 6-8 months operation of buses Provision of ITS facilities provided – Automated Fare 7 Collection System, on-board GPS Units, Control Centre, PIS Yes Proposed after 6-12 months Boards Integration of the services with other public transport Proposed bus Q shelters close to Inter 8 Yes systems City Bus Stands/IPT stands Strategy for making bus operations financially self- Advt. on buses, bus queue shelters, 9 Yes sustainable Depots., Terminals 10 Unified Metropolitan Transport Authority (UMTA) Yes UMTA at state level exists Under consideration by the State; 11 Urban Transport Fund (UTF) Yes Notification issued

[1] Applicable only for JnNURM mission cities [2] Details are included in respective chapter of the report [3] Relevant Govt. orders/policies etc. are attached in Annexures JHANSI CITY

Project: Preparation of DPRs for Bus Procurement and Ancillary Infrastructure under JNNURM in 9 selected cities in Uttar Pradesh - Jhansi Page B Client: Directorate of Local Bodies, Uttar Pradesh January, 2014 Document: 47305100/TT/Report Card Revision: R0

Sl. No Items Yes/No Status

12 Advertisement Policy Yes Proposed after 6- 8 months 13 Parking Policy Yes Draft Parking Policy 2013 Institutional mechanism of periodic revision of fares, but not 14 only city bus service, but other modes of public transport and Yes State Level Steering Committee exists intermediate public transport Transit Oriented Development (TOD) policy and 15 No Not Applicable amendments proposed in the byelaws to encourage TOD 16 Coordination Department in the State Government Yes State Level Nodal Agency (SLNA) 17 Waive off/reimburse taxes Yes Proposed Timeline: 8-12 months Traffic Information and Management Control Center 18 Yes Proposed Timeline: 12 months (TIMCC) Under consideration by the Centre 19 Common Mobility Card and National Public Helpline (NPH) Yes and StateGovernments

JHANSI CITY Contents

Project: Preparation of DPRs for Bus Procurement and Ancillary Infrastructure under JNNURM in 9 selected cities in Uttar Pradesh - Jhansi Page i Client: Directorate of Local Bodies, Uttar Pradesh January, 2014 Document: 47305100/TT/Contents Revision: R0

Table of Contents

EXECUTIVE SUMMARY ...... I 1. CITY PROFILE ...... 1-1 1.1 BACKGROUND ...... 1-1 1.2 SPATIAL GROWTH AND REGIONAL SETTING ...... 1-1 1.3 CLIMATE ...... 1-2 1.4 LINKAGES & CONNECTIVITY ...... 1-2 1.5 DEMOGRAPHIC PROFILE ...... 1-3 1.5.1 Population ...... 1-3 1.5.2 Population Growth Rate ...... 1-3 1.5.3 Population Density ...... 1-4 1.5.4 Gender Ratio & Age Profile ...... 1-4 1.5.5 Literacy Rate ...... 1-5 1.6 URBAN ECONOMY ...... 1-5 1.6.1 Employment Distribution ...... 1-5 1.6.2 Income Profile ...... 1-7 1.7 LAND-USE DISTRIBUTION ...... 1-7 1.8 TRANSPORT NETWORK CHARACTERISTICS ...... 1-9 1.8.1 Road Network Characteristics ...... 1-10 1.8.2 Major Intersections ...... 1-12 1.8.3 Pedestrian and NMV Facilities ...... 1-13 1.8.4 Traffic Management including Parking ...... 1-13 1.8.5 Traffic Safety ...... 1-14 1.9 VEHICULAR GROWTH AND COMPOSITION ...... 1-14 1.9.1 Rail Network Characteristics ...... 1-15 1.9.2 Major Transportation Nodes ...... 1-15 1.9.3 Traffic Characteristics of City Roads ...... 1-16 1.9.4 Socio-Economic and Travel Characteristics ...... 1-17 1.10 COMPREHENSIVE MOBILITY PLAN/COMPREHENSIVE TRAFFIC AND TRANSPORTATION STUDY (CMP/CTTS) ...... 1-19 1.10.1 Major Issues to Traffic and Transportation ...... 1-19 1.11 URBAN GOVERNANCE AND INSTITUTIONAL FRAMEWORK ...... 1-20 2. PUBLIC TRANSPORT CHARACTERISTICS ...... 2-1 2.1 INTRODUCTION ...... 2-1

JHANSI CITY CONTENTS

Project: Preparation of DPRs for Bus Procurement and Ancillary Infrastructure under JNNURM in 9 selected cities in Uttar Pradesh - Jhansi Page ii Client: Directorate of Local Bodies, Uttar Pradesh January, 2014 Document: 47305100/TT/Contents Revision: R0

2.1.1 Mass Rapid Transit System (Metro/Mono/Light Rail, if any)...... 2-1 2.1.2 Bus Rapid Transit System (if any) ...... 2-1 2.1.3 City Bus System ...... 2-1 2.1.4 Intermediate Public Transport and Other Modes ...... 2-1 2.1.5 Public Transport Ridership ...... 2-2 2.2 EXISTING CITY BUS SYSTEM ...... 2-2 2.2.1 System Overview ...... 2-2 2.2.2 Physical Performance of Bus Service ...... 2-3 2.2.3 Financial Performance of Bus Service ...... 2-3 2.3 EXISTING FARE STRUCTURE ...... 2-3 2.3.1 Fare Structure of CBS ...... 2-3 2.3.2 Concessional Fare ...... 2-3 2.3.3 Fare Fixation & Revision Mechanism for City Buses ...... 2-3 2.3.4 Existing Fare Collection Mechanism ...... 2-3 2.4 TAXATION ON PUBLIC TRANSPORT ...... 2-3 2.4.1 Motor Vehicle Tax ...... 2-3 2.4.2 Passenger Tax ...... 2-4 2.4.3 Issues with the Existing Taxation Policies ...... 2-4 2.4.4 Steps Taken (if any) to Reduce or Exempt Public Transport from Taxes ...... 2-4 2.5 EXISTING INSTITUTIONAL SET UP FOR CITY BUS OPERATIONS ...... 2-4 2.5.1 Management Structure – RTC/MC/SPV/Others ...... 2-4 2.5.2 Staff Details for Organization/Management Body ...... 2-4 2.6 SUPPPORT INFRASTRUCTURE ...... 2-4 2.6.1 Existing Bus Q Shelters (BQS) if any ...... 2-4 2.6.2 Existing Bus Depots and Terminals ...... 2-4 2.6.3 Proposed Depot, Terminals and Bus Shelters for JNNURM Buses ...... 2-4 2.7 INTELLIGENT TRANSPORT SYSTEMS (ITS) ...... 2-5 2.7.1 Existing Infrastructure ...... 2-5 2.7.2 Proposed Intelligent Transport Systems (ITS) ...... 2-5

3. PROPOSED OPERATION PLAN ...... 3-1 3.1 ASSESSMENT OF FLEET ...... 3-1 3.1.1 Strategy for Route Rationalization of IPT/ Para-Transit System ...... 3-3 3.2 IDENTIFICATION OF PROPOSED CITY BUS ROUTES ...... 3-4 3.3 ASSESSMENT OF PASSENGER TRAFFIC ON NEW PROPOSED ROUTES ...... 3-4 3.4 DETERMINATION OF PEAK HOUR TRAFFIC ...... 3-6

JHANSI CITY CONTENTS

Project: Preparation of DPRs for Bus Procurement and Ancillary Infrastructure under JNNURM in 9 selected cities in Uttar Pradesh - Jhansi Page iii Client: Directorate of Local Bodies, Uttar Pradesh January, 2014 Document: 47305100/TT/Contents Revision: R0

3.5 DETERMINATION OF BUS FREQUENCY HEADWAY ...... 3-6 3.6 ESTIMATION OF NUMBER OF BUSES ON EACH ROUTE ...... 3-7 3.7 CATEGORY-WISE DISTRIBUTION OF BUSES ...... 3-7 3.8 BUS SPECIFICATIONS ...... 3-7 3.9 CONTRACTING MECHANISM FOR OPERATION & MAINTENANCE OF BUSES (PUBLIC/PRIVATE)3-8 4. FINANCIAL RESOURCES PLAN ...... 4-1 4.1 CAPITAL COST ...... 4-1 4.2 FUNDING PATTERN ...... 4-2 4.3 FINANCIAL SUSTAINABILITY ...... 4-3 4.3.1 Assumptions for Financial Analysis ...... 4-3 4.3.2 Outcomes of Financial Analysis (Profit – Loss/IRR/Viability Gap Funding Required ...... 4-5 4.3.3 Steps for Financial Sustainability of Operation and Maintenance ...... 4-6

5. URBAN TRANSPORT REFORMS ...... 5-1 5.1 ABOUT ...... 5-1 5.2 INSTRUCTIONS AND DISCLAIMERS ...... 5-1 5.3 SPECIAL PURPOSE VEHICLE/"COST CENTRE" UNDER THE SRTC ...... 5-1 5.3.1 Structure of SPV ...... 5-1 5.3.2 Functions of SPV ...... 5-2 5.4 UNIFIED METROPOLITAN TRANSPORT AUTHORITY (UMTA) ...... 5-2 5.4.1 Composition of UMTA ...... 5-3 5.4.2 Functions of UMTA ...... 5-3 5.5 URBAN TRANSPORT FUND ...... 5-4 5.6 ADVERTISEMENT POLICY ...... 5-7 5.6.1 Outdoor Advertisement and Road Safety Criteria ...... 5-8 5.6.2 Regulation and Control of Advertisement ...... 5-9 5.7 PARKING POLICY ...... 5-10 5.8 TRANSIT ORIENTED DEVELOPMENT (TOD) POLICY ...... 5-10 5.9 REGULATORY MECHANISM FOR THE PERIODIC REVISION OF FARES ...... 5-10 5.10 WAIVER OF TAXES ...... 5-11 5.11 PROPOSED TIMELINES FOR REFORMS...... 5-11

LIST OF TABLES

TABLE 1-1: TEMPERATURE AND PRECIPITATION ...... 1-2

TABLE 1-2: CITY METROPOLITAN AREA POPULATION ...... 1-3

JHANSI CITY CONTENTS

Project: Preparation of DPRs for Bus Procurement and Ancillary Infrastructure under JNNURM in 9 selected cities in Uttar Pradesh - Jhansi Page iv Client: Directorate of Local Bodies, Uttar Pradesh January, 2014 Document: 47305100/TT/Contents Revision: R0

TABLE 1-3: GENDER RATIO AND AGE PROFILE ...... 1-5

TABLE 1-4: LITERACY RATE ...... 1-5

TABLE 1-5: COMPOSITION OF WORKFORCE BY ACTIVITIES ...... 1-6

TABLE 1-6: INCOME CHARACTERISTICS ...... 1-7

TABLE 1-7: SPATIAL DISTRIBUTION OF INCOME PROFILE ...... 1-7

TABLE 1-8: EXISTING AND PROPOSED LAND-USE ...... 1-8

TABLE 1-9: TYPES OF ROAD IN THE JHANSI DISTRICT ...... 1-10

TABLE 1-10: ROADS AND THEIR FEATURES ...... 1-11

TABLE 1-11: DETAILS OF MAJOR INTERSECTIONS ...... 1-12

TABLE 1-12: DETAILS OF NON-MOTORISED VEHICLES (IN NUMBERS) ...... 1-13

TABLE 1-13: REGISTRATION OF VEHICLES IN THE DISTRICT (IN NUMBERS) ...... 1-14

TABLE 1-14: FLOW CHARACTERISTICS ON MAJOR TRAFFIC CORRIDORS ...... 1-16

TABLE 1-15: DETAILS OF DISTANCE MATRIX AND AVERAGE LEAD DISTRIBUTION ...... 1-16

TABLE 1-16: DETAILS OF AVERAGE SPEED IN PROPOSED BUS ROUTE SECTIONS ...... 1-17

TABLE 1-17: MONTHLY INCOME DISTRIBUTIONS ...... 1-18

TABLE 1-18: INSTITUTIONAL RESPONSIBILITY MATRIX ...... 1-21

TABLE 2-1: MAJOR TERMINI IN JHANSI ...... 2-1

TABLE 2-2: MOTOR VEHICLE TAX ...... 2-3

TABLE 2-3: VARIOUS TYPES OF FEES FOR CITY BUSES IN UP ...... 2-4

TABLE 3-1: DETAILS OF SURVEY LOCATION ...... 3-1

TABLE 3-2: DETAILS OF PROPOSED BUS ROUTES AND ARM–WISE TRAFFIC COMPOSITION ...... 3-5

TABLE 3-3: DETAILS OF PROPOSED BUS ROUTES AND NUMBER OF PASSENGERS CARRIED PER DAY ...... 3-7

TABLE 3-4: DETAILS OF PROPOSED BUS ROUTES AND NUMBER OF PASSENGERS CARRIED PER DAY ...... 3-7

TABLE 4-1: BUS FLEET COST (A) ...... 4-1

TABLE 4-2: DEPOT, TERMINALS & BUS Q SHELTERS COST (B)...... 4-1

TABLE 4-3: ITS FACILITIES COST (C) ...... 4-2

TABLE 4-4: CONTRIBUTION FROM VARIOUS SOURCES ...... 4-2

TABLE 4-5: BASIC ASSUMPTIONS FOR FINANCIAL ANALYSIS ...... 4-3

TABLE 4-6: DAILY PASSENGERS FOR DIFFERENT DISTANCE SLABS IN 2014 ...... 4-3

TABLE 4-7: FUTURE YEAR PROJECTED PASSENGERS PER DAY FOR DIFFERENT ROUTES ...... 4-4

TABLE 4-8: ASSUMED FARE STRUCTURE IN 2014 ...... 4-4

TABLE 4-9: ESTIMATED REVENUE ...... 4-5

JHANSI CITY CONTENTS

Project: Preparation of DPRs for Bus Procurement and Ancillary Infrastructure under JNNURM in 9 selected cities in Uttar Pradesh - Jhansi Page v Client: Directorate of Local Bodies, Uttar Pradesh January, 2014 Document: 47305100/TT/Contents Revision: R0

TABLE 4-10: OPERATING EXPENDITURE ...... 4-5

TABLE 4-11: NET CASH FLOW STATEMENT ...... 4-6

TABLE 5-1: DISTRIBUTION OF ADDITIONAL 2.0% STAMP DUTY TO VARIOUS AUTHORITIES ...... 5-4

TABLE 5-2: SALIENT FEATURES OF ‘UTTAR PRADESH DEDICATED URBAN TRANSPORT FUND (DUTF) RULES 2013’ ...... 5-5

TABLE 5-3: PROPOSED FARE STRUCTURE FOR NON-AC BUSES (2014) ...... 5-11

TABLE 5-4: PROPOSED TIMELINE FOR REFORMS ...... 5-12

List of Figures

FIGURE 1-1: GROWTH RATE OF THE CITY METROPOLITAN AREA ...... 1-4

FIGURE 1-2: POPULATION DENSITY OF MUNICIPAL CORPORATION AND DEVELOPMENT AUTHORITY AREA ...... 1-4

FIGURE 1-3: EXISTING LAND-USE OF AREA ...... 1-9

FIGURE 1-4: PROPOSED LAND-USE OF DA IN MPD-2011 ...... 1-9

FIGURE 1-5: TRIP LENGTH DISTRIBUTION FOR VARIOUS VEHICLE TYPE ...... 1-17

FIGURE 1-6: PURPOSE OF JOURNEY ...... 1-18

FIGURE 1-7: EXISTING MODAL SPLIT ...... 1-19

FIGURE 2-1: PIS PROCESS FLOWCHART ...... 2-6

FIGURE 5-1: SPACE USAGE RATES OF UPSRTC ...... 5-7

List of Maps

MAP 1-1: JHANSI CITY MAP ...... 1-1

MAP 3-1: DETAILS OF SURVEY LOCATIONS ...... 3-3

MAP 3-2: PROPOSED BUS ROUTES ...... 3-4

Annexures

Annexure 2.1 Details of Bus Routes and Stops for Jhansi Annexure 5.1 Article of Association (AoA) of Meerut City Transport Services Limited (MCTSL) Annexure 5.2 A Copy of the Executive Order for Formation of State Level Unified Metropolitan Transport Authority (UMTA) Annexure 5.3 A Copy of the Government of Uttar Pradesh Notification for UTF (Budget Allocation by Finance Department) Annexure 5.4 A Copy of the Uttar Pradesh Decicated Urban Transport Fund (DUFT) Rules, 2013

JHANSI CITY CONTENTS

Project: Preparation of DPRs for Bus Procurement and Ancillary Infrastructure under JNNURM in 9 selected cities in Uttar Pradesh - Jhansi Page vi Client: Directorate of Local Bodies, Uttar Pradesh January, 2014 Document: 47305100/TT/Contents Revision: R0

Annexure 5.5 A Copy of the Advertisement Policy of Government of Uttar Pradesh Annexure 5.6 The Uttar Pradesh Municipal Corporation (Construction Maintenance and Operations of Parking Lots) Rules 2013

JHANSI CITY CONTENTS

Project: Preparation of DPRs for Bus Procurement and Ancillary Infrastructure under JNNURM in 9 selected cities in Uttar Pradesh - Jhansi Page i Client: Directorate of Local Bodies, Uttar Pradesh January, 2014 Document: 47305100/TT/Abbreviations Revision: R0

LIST OF ABBREVIATIONS

NH : National Highway PCU : Passenger Car Unit National Highways Authority NHAI : NMV : Non Motorised Vehicle of India Jawaharlal Nehru Urban JnNURM : NMT : Non Motorised Transport Renewal Mission Unified Metropolitan UMTA : V/C : Volume over Capacity Transport Authority MC : Municipal Corporation km : Kilometer Urban Agglomeration/ JMA : Jhansi Municipal Area UA/MA : Metropolitan Area Ministry of Urban MoUD : kmph : Kilometer Per Hour Development GoI : Government of India RoW : Right of Way CBD : Central Business District UPJN : Uttar Pradesh Jal Nigam Uttar Pradesh State Road Jhansi Development UPSRTC : JDA : Transport Corporation Authority JUA : Jhansi Urban Area LoS : Level of Service Comprehensive Mobility RTO : Regional Transport Office CMP : Plan Traffic Information and Uttar Pradesh Housing TIMCC : UPHDB : Management Control Center and Development Board UT : Urban Transport UP : Uttar Pradesh AC : Air Conditioned NNJ : Nagar Nigam Jhansi Light Emitting Diode/ Liquid- LED/LCD : Rs. : Indian Rupees Crystal Display Intelligent Transport Uttar Pradesh housing ITS : UPHB : Systems Board DPR : Detailed Project Report BRTS : Bus Rapid Transit System Additional Central ACA : IPT : Intermediate Para Transit Assistance SPV : Special Purpose Vehicle GPS : Global Positioning System General Packet Radio BQS : Bus Que Shelter GPRS : Service Passenger Information UTF : Urban Transport Fund PIS : System Transit Oriented TOD : ETA : Expected Time of Arrival Development HH : Household CAD : Computer-Aided Dispatch

JHANSI CITY CONTENTS

Project: Preparation of DPRs for Bus Procurement and Ancillary Infrastructure under JNNURM in 9 selected cities in Uttar Pradesh - Jhansi Page ii Client: Directorate of Local Bodies, Uttar Pradesh January, 2014 Document: 47305100/TT/Abbreviations Revision: R0

LIST OF ABBREVIATIONS

District Urban Development Automatic Vehicle DUDA : AVL : Agency Location Mass Rapid Transport MRTS : TMC : Turning Movement Count System TVC : Total Volume Count VAT : Value Added Tax New Okhla Industrial NPV : Net Present value NOIDA : Development Authority Intermediate Public (Pedestrian) X (Vehicle) IPT : PV2 : Transport Squared Large Format CDP : City Development Plan LFA : Advertisement O-D : Origin-Destination EC : Executive Council State Road Transport Meerut City Transport SRTC : MCTSL : Corporation Service Limited AoA : Article of Association CEO : Chief Executive Officer

JHANSI CITY CONTENTS Executive Summary

Project: Preparation of DPRs for Bus Procurement and Ancillary Infrastructure under JNNURM in 9 selected cities in Uttar Pradesh - Jhansi Page E-I Client: Directorate of Local Bodies, Uttar Pradesh January, 2014 Document: 47305100/TT/Executive Summary Revision: R0

EXECUTIVE SUMMARY

1.0 BACKGROUND

The City of Jhansi is one of the oldest cities in Uttar Pradesh. Jhansi has significant historical importance and well known after Maratha Queen Rani Lakshmi Bai. Jhansi City is situated between the rivers Pahuj and Betwa with an area of 167 sq. km. At present, Jhansi is Divisional Commissioner’s Headquarter consisting of Jhansi, Lalitpur and Jalaun district. The City, besides being the capital of the State is also a major tourist centre. It is one of the oldest and finest planned cities of India located in the semi-desert lands of the state. At present, the City is a major business centre with all requisites of a metropolitan city. It is a major tourist destination of the country and located near the golden triangle. The city assumes great importance being close to the national capital and in the confluence of several national highways (NH-25, NH-26, NH-75 and NH-76).

Location: The district of Jhansi lies in the southwestern portion of Uttar Pradesh between 31° 65" North latitude and 75° 63" East longitude.

Linkages: The city is well connected to other parts of the country by road, railways and air services. Four national highways NH-25 (Kanpur – Shivpuri), NH-26 (Jhansi – Lalitpur), NH-76 (Jhansi – Allahabad), NH-75 (Jhansi – Gwalior) passes through the City. Jhansi is one of the important junctions on Mumbai-Delhi rail route of Central Railways Jhansi is connected to major cities in the State of Uttar Pradesh and Madhya Pradesh and other areas in India such as Delhi, Mumbai, Kanpur, Gwalior, Bhopal, Lucknow, Chennai, Kerala, Karnataka and Kashmir and connects rail network of the eastern India.

Population: Jhansi Metropolitan Area has a population of 549,391 as per the 2011 census and has shown an increase during last 50 years. Jhansi City has a population of 507,293 and shares 92.3 percent of the total metropolitan population. The decadal growth rate of the population in the City, from 1961 to 2011 has been in the range of 16 percent to 44 percent. The population growth rate was the highest in the decade of 1971-1981 but the growth rate declined after that.

Road Network & Traffic Situation: The City is well connected with other areas of the State, as well as the country through roads like NH-25, NH-26, NH-76, NH-75 and SH-12A. There are three existing bypasses and two proposed bypasses as per 2005 Master Plan, forming a ring road facility by connecting the national highways. This, in future may reduce the movement of

JHANSI CITY EXECUTIVE SUMMARY

Project: Preparation of DPRs for Bus Procurement and Ancillary Infrastructure under JNNURM in 9 selected cities in Uttar Pradesh - Jhansi Page E-II Client: Directorate of Local Bodies, Uttar Pradesh January, 2014 Document: 47305100/TT/Executive Summary Revision: R0

heavy vehicle within the City, diverting the traffic through bypasses. The important roads within the City are also being developed to facilitate smooth traffic movement within the City.

Role of MoUD: Ministry of Urban Development (MoUD), Government of India (GoI) had issued policy circular Do. No. K-14011/48/2006-UT (Pt.) on 12 January 2009 under which the second Stimulus Package was announced by the Government and the States were provided assistance under the Jawaharlal Nehru National Urban Renewal Mission (JnNURM) for the purchase of buses for their urban transport systems. A total of 15,260 buses were sanctioned during 2009 to 2012, which made a big contribution to urban transport in India. As per the Annual Budget Speech by Hon’ble Finance Minister for the FY 2013-2014, JnNURM is being continued in the 12th Plan with Rs. 14,873 crores allocated for the current year of which “a significant portion will be used to support the purchase of up to 10,000 buses, especially by the hill States”. In case of less than one million population cities, standard or ordinary buses may be procured but the mini/midi buses to be procured should conform to Urban Bus Specifications.

2.0 PUBLIC TRANSPORT CHARACTERISTICS

Existing Public Transportation System in Jhansi: Jhansi City is one among the cities in State of Uttar Pradesh, which does not have existing City buses to cater for intra-city transport demand. In absence of conventional public transport, almost all the internal trips originate either by IPT or by own personal modes of transport. In case of IPT’s, there are autos, shared autos, jeeps, mini vans, cycle rickshaws, etc. IPTs supplement the City buses and address the mobility demand for intra-city trips. Among all IPT’s, auto-rickshaws and shared autos have a major presence within the City and caters the mobility needs of the commuters.

3.0 PROPOSED OPERATION PLAN

3.1 Route Identification The City does not have a Comprehensive Development Plan (CDP) or Comprehensive Mobility Plan (CMP) for the City. Therefore, it was not possible to assess the movement pattern of the people by different modes, their lead distribution, traffic on major roads and intersections. To collect this information, the Consultants decided to conduct various surveys. At the outset, they carried out reconnaissance survey to identify the major city traffic corridors, their configuration, IPT routes or bus routes operated in the City, major traffic generators to identify probable bus corridors for operation of different types of buses.

There are number of IPT routes operational in the City, their route characteristics and intensity

JHANSI CITY EXECUTIVE SUMMARY

Project: Preparation of DPRs for Bus Procurement and Ancillary Infrastructure under JNNURM in 9 selected cities in Uttar Pradesh - Jhansi Page E-III Client: Directorate of Local Bodies, Uttar Pradesh January, 2014 Document: 47305100/TT/Executive Summary Revision: R0

of passengers carried by each route, the various routes for operation of different types of buses (Standard/Midi/Mini) were identified initially. These routes were finally selected for operation of inter-city buses in consultation with city officials.

Proposed Bus Routes in Jhansi

3.2 Fleet Assessment The peak was determined by demarcating the identified routes for operation of city buses on city road network and thereafter the peak hour traffic on each route was determined with following assumptions:

10 percent of two wheeler and car traffic and 50 percent of IPT traffic will be diverted to the proposed respective city bus routes.

The frequency headway was determined using the following formula:

Bus frequency headway = peak hour traffic/bus capacity of respective bus type

The minimum headway of 10 minutes was considered for peak period operations.

The number of buses on each route was calculated using the following formula:

Number of Buses = 2 x (Run Time + 10 Layover)/Headway or multiply by Frequency

The details of proposed bus routes based on above relationship are presented:

JHANSI CITY EXECUTIVE SUMMARY

Project: Preparation of DPRs for Bus Procurement and Ancillary Infrastructure under JNNURM in 9 selected cities in Uttar Pradesh - Jhansi Page E-IV Client: Directorate of Local Bodies, Uttar Pradesh January, 2014 Document: 47305100/TT/Executive Summary Revision: R0

Details of Proposed Bus Routes and Number of Passengers Carried Per Day

Number of Route Peak Bus Cycle Route Type of Number passengers Length Hour Capacity Headway Time No Bus of Buses carried per day (km) Traffic (nos) (hrs) on each route 1 12 135 Midi 30 10 2.17 13 6,458 2 12 982 Standard 60 4 2.22 37 34,176 3 14 336 Standard 60 10 1.97 12 14,415 4 39 187 Midi 30 10 2.78 18 22,086 5 20 243 Midi 30 7 2.70 22 14,259 6 21 660 Standard 60 5 2.68 30 40,109 Total 132 131,503

In addition to estimated number of buses, an additional 5 percent of total number of buses is required to cater for breakdown/maintenance of bus fleet. The total number of buses required for Jhansi is thus 132.

4.0 FINANCIAL ANALYSIS AND RESOURCES PLAN Financial Resources Plan: The capital cost (including bus fleet cost, support infrastructure cost as up gradation of depots, terminals, bus Q shelters, ITS facilities cost along with DPR consultancy cost) was estimated to be Rs. 6,926.99 lakhs.

Total Cost of Buses(with tax) = Rs. 5,256.86 lakhs Total Cost of Support Infrastructure (Depots, Terminals and BQS) = Rs. 1,350.00 lakhs Total Cost of ITS facilities = Rs. 269.90 lakhs Total Cost of DPR Consultancy Fee = Rs. 50.22 lakhs

4.1 Funding Pattern The funding of the said capital requirement (excluding State taxes on the invoice of buses) is proposed to be made partly by each of State Government (20 percent) and the Govt. of India (80 percent) as per the JnNURM guidelines. The State taxes namely the VAT amount (including surcharge) @ 14.5 percent on the cost of buses would be reimbursed by the State Government to the SPV. Therefore, contribution from various sources in total fund required will be as follows:

JHANSI CITY EXECUTIVE SUMMARY

Project: Preparation of DPRs for Bus Procurement and Ancillary Infrastructure under JNNURM in 9 selected cities in Uttar Pradesh - Jhansi Page E-V Client: Directorate of Local Bodies, Uttar Pradesh January, 2014 Document: 47305100/TT/Executive Summary Revision: R0

Percentage of Project Total Project Cost Percentage of Source Cost excluding State Total Project Taxes on Buses (Rs. in Lakhs) Cost JnNURM GoI ACA 80 5,009.02 72 Govt. of State 20 1,252.25 18 SPV State and City taxes* 665.72 10 TOTAL 100 6,926.99 100 Note: *to be reimbursed to SPV by the State Govt.

The project FIRR works out to be 31.01 percent and the Net Present Value (NPV) at a 12 percent discount rate was estimated to be Rs. 6,267.88 lakhs. The minimum rate of return generally accepted for financial viability of transport infrastructure projects in India is 12 percent. Since the estimated rate of return is above the 12 percent cut-off rate, the project is considered to be FINANCIALLY VIABLE.

5.0 URBAN TRANSPORT REFORMS

The following table represents the status and proposed timeline for the implementation of the urban transport reforms.

Applicable Sl. No Reforms Proposed Timeline (Yes/No) 1 UMTA No UMTA at state level exists 2 SPV/Cost Center Yes Proposed after 6-8 months Under consideration by the 3 Urban Transport Fund (UTF) Yes State; Notification issued 4 Advertisement Policy Yes Proposed after 6-8 months 5 Parking Policy Yes Draft Parking Policy 2013 6 Fare Revision Policy Yes Already exists 7 TOD Policy No Not Applicable 8 TIMCC Yes Proposed after 12 months 9 Waiver of Taxes Yes Proposed Timeline: 8-12 months

JHANSI CITY EXECUTIVE SUMMARY Chapter 1: City Profile

Project: Preparation of DPRs for Bus Procurement and Ancillary Infrastructure under JNNURM in 9 selected cities in Uttar Pradesh - Jhansi Page 1-1 Client: Directorate of Local Bodies, Uttar Pradesh January, 2014 Document: 47305100/TT/Chapter 1 Revision: R0

1.

1.1 BACKGROUND

The City of Jhansi is one of the oldest cities in Uttar Pradesh. Jhansi has significant historical importance and well known after Maratha Queen Rani Lakshmi Bai. Jhansi City is situated between the rivers Pahuj and Betwa with an area of 167 sq. km. At present, Jhansi is Divisional Commissioner’s Headquarter consisting of Jhansi, Lalitpur and Jalaun district. The City, besides being the capital of the State is also a major tourist centre. It is one of the oldest and finest planned cities of India located in the semi-desert lands of the state. At present, the City is a major business centre with all requisites of a metropolitan city. It is a major tourist destination of the country and located near the golden triangle. The city assumes great importance being close to the national capital and in the confluence of several national highways (NH-25, NH-26, NH-75 and NH-76). Map 1-1 shows the map of the Jhansi City.

Map 1-1: Jhansi City Map

1.2 SPATIAL GROWTH AND REGIONAL SETTING

The spatial spread of the City is rather imbalanced with most of the economic activities located within the limit of the City. The development of the City got impetus from the NHAI project of

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developing north-south and east-west corridor both passing through Jhansi. Therefore, a sudden rush for infrastructure and real estate development was observed during the last decade. The presence of hilly terrain on all sides of the City, development of Jhansi is restricted to plain land areas along Kanpur, Lalitpur, Shivpuri and Gwalior Road. Along with these areas, a real estate boom is also observed along the Kanpur-Gwalior and Gwalior-Shivpuri bypasses. The two notable settlements on the southeastern and southwestern part of the City are railway and cantonment board, respectively. The city is a part of the district situated in Southwestern part of the State, which is surrounded by the district of Jalaunin to the north, Hamirpur to the north east, Mahuba to the east and Lalitpur to the southwest. Remaining part of the district is surrounded by districts of the State of Madhya Pradesh.

1.3 CLIMATE

With an average elevation of 284 metres (935 feet) and being in rocky plateu, Jhansi experiences extreme temperature. The climate of Jhansi is characterized by dry summer and cold winter and is marked with high variability of rainfall year to year. There are primarily four seasons in Jhansi; summer, monsoon, winter and spring. Summer starts from April and extends up to June with peak in May. Monsoon generally comes in June and extends up to September. Winter spans from October and continues until February with peak in the month of December. Spring arrives by the end of February and is a short-lived phase of transition before the summer. The annual rainfall of the Jhansi area varies from 600 to 800 mm. The major portion of rainfall occurs during the month of July and August. Month-wise maximum and minimum temperature and average monthly rainfall are given in Table 1-1.

Table 1-1: Temperature and Precipitation

Sl. Month-wise from Jan to Dec Parameter No Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Maximum temperature 1 16.5 21.2 32.8 38.4 45.4 47.2 46.4 42.3 37.4 34.7 31.4 20.4 (degree C) Minimum temperature 2 6.5 8.4 21.6 29.7 34.2 35.1 33.6 31.7 29.4 28.5 19.8 9.3 (degree C) 3 Average precipitation (mm) 4.1 8.0 8.7 2.8 11.3 124.7 176.1 160.9 77.7 16.0 9.2 1.1 Source: Hydromet Division, India Meteorological Department; Water Shed Management Program, District Jhansi, 2010-11

1.4 LINKAGES & CONNECTIVITY

The City is well connected to other parts of the country by roads, railways and air services. Four

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national highways NH-25 (Kanpur – Shivpuri), NH-26 (Jhansi – Lalitpur), NH-76 (Jhansi – Allahabad), NH-75 (Jhansi – Gwalior) passes through the City. Jhansi is one of the important junctions on Mumbai-Delhi rail route of Central Railways. Jhansi being connected to major cities in the State of Uttar Pradesh and Madhya Pradesh and other areas in India such as Delhi, Mumbai, Kanpur, Gwalior, Bhopal, Lucknow, Chennai, Kerala, Karnataka and Kashmir and connects rail network of the eastern India. The Airport is situated 6km from the City with an approximate land area of 82.44 hectare. However, it is used for landing of Helicopter and defense planes. Further up-gradation of the airport will offer improved connectivity and wider choice of services to air travelers related to tourism.

1.5 DEMOGRAPHIC PROFILE

This section illustrates the population, population growth rate and population density in the City.

1.5.1 Population Jhansi Metropolitan Area has a population of 549,391 as per the 2011 census and has shown an increase during last 50 years. Table 1-2 shows population and the growth trends in the City. Jhansi City has a population of 507,293 and shares 92.3 percent of the total metropolitan area population.

Table 1-2: City Metropolitan Area Population

Jhansi Metropolitan Area Decadal Growth Year Population (in number) Rate (%) 1961 169,712 - 1971 198,135 16.7 1981 284,141 43.4 1991 368,154 29.6 2001 470,212 27.7 2011 549,391 16.8 Source: Master Plan 2005, Jhansi; Census 2011

1.5.2 Population Growth Rate The decadal growth rate of population in the City, from 1961 to 2011 has been in the range of 16 percent to 44 percent. The population growth rate was the highest in the decade of 1971- 1981 but the growth rate declined after that Figure 1-1.

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50.0% 43.4% 40.0%

30.0% 29.6% 27.7% 20.0% 16.7% 16.8% Growth Rate Growth 10.0%

0.0% 1971 1981 1991 2001 2011 Year

Figure 1-1: Growth Rate of the City Metropolitan Area

1.5.3 Population Density The City (with urban agglomeration) has the population density of 3,614 persons/sqkm (according to 2011 census). The population density increased from 1,304 persons/sqkm from1971census due to inward movement of people. The population density of city metropolitan area is increasing because of infrastructure improvements (e.g. schools, colleges, hospitals, tourism, household industries, roadways etc.). Figure 1-2 shows the population density of the municipal corporation area.

4000

3500 3614 3000 3094 2500 2422 2000 1869 (persons/sq km) (persons/sq

Population Density Population 1500 1304 1000 1117 500 0 1961 1971 1981 1991 2001 2011 Year

Figure 1-2: Population Density of Municipal Corporation and Development Authority Area

1.5.4 Gender Ratio & Age Profile In 2011, the City had an urban population of 549,391 of which male and female population was 292,497 and 256,894 respectively. The sex ratio according to 2011 census in the City

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metropolitan area was 878 (female) per 1000 male compared to 2001 census figure of 880 and in the City municipal area was 892 compared to 2001 census figure of 885. The average national sex ratio is 943 as per latest reports of Census 2011 Directorate. In 2011 census, child sex ratio (girls per 1000 boys) was 862 inside the Jhansi Metropolitan Area and child sex ratio was 868 inside the Jhansi Municipal Area. The percentage of children and adults as per Census 2011 stood at 10.2 and 89.8% respectively for both the Jhansi MC and Jhansi Urban Area presented in Table 1-3.

Table 1-3: Gender Ratio and Age Profile

Sl. Child Sex Population of Population of Parameter Sex Ratio No Ratio Children (%) Adults (%) 1 City (Urban Agglomeration) 878 862 10.2 89.8 2 City (Municipal Corporation) 892 868 10.2 89.8 3 State Average 908 902 14.9 85.1 4 National Average 940 919 13.12 86.88 Source: Census Data, 2011

1.5.5 Literacy Rate Average literacy rate of the City in 2011 was 84.41 percent. If things are looked out at gender wise, male and female literacy were 89.66 and 78.44, respectively. This data is shown in Table 1-4.

Table 1-4: Literacy Rate

Sl. Literacy Rate Literacy Rate – Literacy Rate – Parameter No (%) Male (%) Female (%) 1 City 84.41 89.66 78.44 2 State Average 69.72 79.24 59.26 3 National Average 74.04 82.14 65.46 Source: Census Data, 2011

1.6 URBAN ECONOMY 1.6.1 Employment Distribution As per census 2011, total workers constituted nearly 33.5 percent of the total population of the City of which main workers and marginal workers were 25.3 percent and 8.4 percent, respectively. The share of total workforce remained almost same at 25.6 percent and 25.8 percent during 1991 and 2001, respectively. The growth in share of workforce may be attributed to following reasons:

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The Municipal Corporation limits of Jhansi City were extended covering more workforces in its envelope.

Initiation of development of infrastructural facilities during the last decade, mainly roadways, health, education.

Table 1-5 presents composition of work force by activities in the City for the year 2021 as projected in Mater Plan 2005, Jhansi.

Table 1-5: Composition of Workforce by Activities

Year 2021 Sl. No Category (in number) Agriculture 3,998 1 Percentage 1.9 Agricultural Labour 4,418 2 Percentage 2.1 Household Industries 17,884 3 Percentage 8.5 Livestock and Forest 2,314 4 Percentage 1.1 Mining & Querying 422 5 Percentage 0.2 HH Industry Related 32,086 6 Percentage 15.25 Construction 10,520 7 Percentage 5.0 Trade and Commerce 41,028 8 Percentage 19.5 Transport 34,610 9 Percentage 16.45 Other Services 63,120 10 Percentage 30.0 Total 210,400 Source: Master Plan 2005, Jhansi

According to the projected labour composition of 2021, 87.5 percent of the workforce is in the tertiary sectors of which other services (30 percent), trade and commerce (19.5 percent), transport (16.5 percent) and household industry related (15.3 percent) are the major constituents, whereas, 8.5 percent of the workers are in the secondary sector. The only contributor of employment in this sector is household industries. The primary sector largely comprises the cultivators and plantations in the City employing 4% of the workers. The thrust on planned development of infrastructure and change in the land-use pattern resulted in increase of share of workforce in secondary sector and reduction in primary sector.

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1.6.2 Income Profile The average monthly household income was observed to be approximately Rs. 8000. The average household size at city level is observed to be 4.5. For assessing distribution of households by the income groups, the following categorization based on HUDCO practice, has been adopted. The income characteristics are summarized in Table 1-6.

Table 1-6: Income Characteristics

Monthly Household % HH of Jhansi City Category Income (Year 2012) (Year 2021) Economically Weaker Sections Up to Rs. 2,500 25 Low Income Group Rs. 2,501-5,500 40 Middle Income Group Rs. 5,501-10,000 20 High Income Group Above Rs. 10,000 15 Source: Master Plan 2005, Jhansi

The spatial distribution of income groups within the City was also reviewed. Table 1-7 shows the major high, middle and low-income areas in each of the constituents of the City.

Table 1-7: Spatial Distribution of Income Profile

Sl. Monthly Household Category Major Residential Areas No Income Economically Weaker 56 no of Notified Slum Areas with a 1 Up to Rs. 2,500 Sections population of 152,975** Circle 6 (Ward no 8, 12, 9, 14, 4, 23); Circle 9 (Ward no 7, 22, 6, 13, 2 Low Income Group Rs. 2,501-5,500 21, 28, 25); Circle 10 (Ward no 1, 2, 17, 27, 15) Circle 1 (Ward no 38, 40, 18, 58, 20, 30); Circle 2 (Ward no 3, 35, 41, 45, 3 Middle Income Group Rs. 5,501-10,000 26, 29); Circle 3 (Ward no 56, 59, 60, 46, 57, 36); Circle 4 (Ward no 10, 11, 19, 44, 50, 37) Circle 5 (Ward no 35, 42, 43, 47, 52, 54); Circle 7 (Ward no 55, 53, 51, 4 High Income Group Above Rs. 10,000 49, 48, 5); Circle 8 (Ward no 16, 32, 34, 39, 24, 31) Source: Nagar Nigam, Jhansi; ** DUDA 2011, City Sanitation Plan

1.7 LAND-USE DISTRIBUTION

The existing land-use distribution determines the nature of development of a settlement and its economic status is reflected through the type of its physical development. The study of existing land-use distribution helps in fixing the priorities and for evolving a strategy for the future

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development of the area. The existing land-use scenario guides a planner to allocate land for different land-uses viz., residential, industrial, commercial, public/semi public etc. rationally and optimally to achieve the high level of efficiency of land, which is limited. Table 1-8 shows the land-use pattern of Jhansi City prepared by Jhansi Development Authority (JDA) based on the priorities set in the Master Plan 2005, Jhansi.

Table 1-8: Existing and Proposed Land-use

2001 Proposed (till 2021) Sl. Growth Land-use Area Area No Percentage Percentage Percentage (in Ha) (in Ha) 1 Residential 1023.09 46.03 4217.73 50.03 3.12 2 Commercial 51.09 2.30 115.65 1.37 1.26 3 Industrial 168.17 7.57 443.02 5.25 1.63 4 Governmental 147.6 6.64 227.87 2.70 0.54 Public and Semi 5 295.33 13.29 877.45 10.41 1.97 Public 6 Recreational 108.65 4.89 891.39 10.57 7.20 Traffic and 7 270.52 12.17 1081.77 12.83 3.00 Transportation Agriculture and 8 158.3 7.12 576.32 6.84 2.64 Water Bodies Total 2222.75 100.0 8431.2 100.0

Source: Master Plan 2005, Jhansi

From the existing land-use patterns, it was observed that 1023.09 hectare has been developed for residential use, clearly indicates a thrust on development of residential area. The existing residential areas are notably at Sipri, Civil Line, Pulia no 9, Hasari, Nagra, Khatibaba, CP Mission compound, Pichor, Talpura and Khusipura. This is followed by public and semi-public, transport, governmental, industrial and agriculture and water bodies for 295.33 hectare, 270.52 hectare, 147.6 hectare, 168.17 hectare, 158.3 hectare, respectively of land has been covered by 2001. The industrial land-use for heavy industry is almost complete, though areas kept for small-scale industries will remained underdeveloped. A faster development of roadways as proposed in master plan may put further impetus on industrialization and put more land for industrial use. The land-use for commercial purpose within our study area has been completed for 51.09 hectare by 2001 at Manik Chawk, Bara Bazaar, Ghandigarh, Kotowali Road, Old Motor Stand, and Sipri area. The proposed seven big commercial centre and trade centers will be developed by 2021 as per Master Plan, 2005. 147.6 hectare of land has been identified for government use in the areas like municipal commissioner office, police line and jail authority, JHANSI CITY CITY PROFILE

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civil line, area besides Elite Intersection, in between BKD intersection to Nagar Nigam, BKD to Jibanshah and near Lalitpur area.

The proposed land use in the Master Plan, 2005 puts more focus on recreation, traffic transportation along with residential area. Growth in recreational share in the proposed land- use may be attributed to tourism and environmental issues.

Figure 1-3 and Figure 1-4 show the existing and future lane use of the Jhansi City.

Land-use Distribution in the Year 2001 7.12% Residential 12.17% 4.89% Commercial 46.03% Industrial 13.29% Governmental

6.64% Public and semi public 7.57% Recreational

Traffic and Transportation 2.30% Agriculture and water bodies

Figure 1-3: Existing Land-use of Area

Land-use Distribution in the Year 2021 6.84% Residential

12.83% Commercial

10.57% 50.03% Industrial

10.41% Governmental

5.25% Public and semi public Recreational

2.70% Traffic and Transportation 1.37% Agriculture and water bodies

Figure 1-4: Proposed Land-use of DA in MPD-2011

1.8 TRANSPORT NETWORK CHARACTERISTICS

Transport network characteristics comprises of road network, rail network, growth of registered

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vehicles, traffic and travel characteristics, brief of CMP for the City and main issues related to city’s transportation system.

1.8.1 Road Network Characteristics The City is well connected with other areas of the State,as well as the country through roads like NH-25, NH-26, NH-76, NH-75 and SH-12A. There are three existing bypasses and two proposed bypasses as per 2005 Master Plan, forming a ring road facility by connecting the national highways. This, in future may reduce the movement of heavy vehicle within the City, diverting the traffic through bypasses. The important roads within the City are also being developed to facilitate smooth traffic movement within the City. The important roads are listed, as follows:

Kanpur – Jhansi – Shivpuri (NH-25)

Jhansi – Lalitpur (NH-26)

Jhansi – Allahabad (NH-76)

Jhansi – Gwalior (NH-75)

Jhansi - Tikamgarh (SH-12A)

Bypass road connecting NH-25 near Medical college and NH-75 near Karari

Bypass road connecting NH-75 near Air Strip and NH-25 near Pouch River

Bypass road connecting NH-25 near Burning Ghat and NH-26 near P.A.C.

Proposed bypass road connecting NH-25 and NH-76 near Bundelkhand Engineering College

Proposed bypass road connecting NH-26 at Prakash Petrol Pump and NH-76 near Bagabanpura

Table 1-9 presents the existing type of roads and the corresponding length of Jhansi district.

Table 1-9: Types of Road in the Jhansi District

Length of Pakka Road In Jhansi District Item Year 2011 (in km) National Highway 137 State Highways 142 Important Roads of District 69

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Length of Pakka Road In Jhansi District Item Year 2011 (in km) Other District & Rural Roads 1,482 Zila Parishad 18 Mahapalika/Nagarpalika/Town Area 25 Society/Cantt. Forest Department 0 Other Departments 0 Grand Total 1,873 Source: Directorate of Economics and Statistics, Government of Uttar Pradesh

The transport system of the City is mainly road based in absence of any MRT system. The road network within the City and their characteristics are shown in Table 1-10.

Table 1-10: Roads and their Features

Carriage Length ROW No of Divided/ Name of Road Width (km) (m) Lanes Undivided (in m) National Highways Kanpur – Jhansi – Shivpuri (NH-25) 12.3 33-60 7-14 2-4 Intermittent Jhansi – Lalitpur (NH-26) 16 33-60 7-14 2-4 Intermittent Jhansi – Allahabad (NH-76) 5 60 7-14 2-4 Intermittent Jhansi – Gwalior (NH -75) 9 33-60 7-14 2-4 Intermittent Bypasses Connecting NH-25 near Medical 9 45 14 4 Divided college and NH-75 near Karari Connecting NH-75 near Air Strip 6 45 14 4 Divided and NH-25 near Pouch River Connecting NH-25 near Burning 13.7 45 14 4 Divided Ghat and NH-26 near P.A.C. Proposed Bypasses Connecting NH-26 at Prakash Petrol Pump and NH-76 near - 30 14 4 Divided Bagabanpura Connecting NH-76 and NH-25 touching Bundelkhand Engineering - 30 14 4 Divided College Arterial Road Sipri Bazaar to Nagra 4.5 9 7-14 1-2 Undivided Sipri Bazaar to Khanderao Gate – 3.4 18-33 7-14 2-4 Intermittent Manik Chawk Sipri Bazaar – Rly Station – Pulia no 2 9 7-14 2-4 Intermittent 9

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Carriage Length ROW No of Divided/ Name of Road Width (km) (m) Lanes Undivided (in m) Sipri Bazaar – Rly Station – Civil 3.3 18-24 7-14 2-4 Intermittent Line – Jhansi Hotel – Sadar Bazaar Elite Intersection – Govind 1.7 18 7-14 2-4 Intermittent Intersection – Minarva Talkies Laxmi Gate – Datia Gate 1.5 9 7-14 1-2-4 Undivided Shabji Mandi – Ghandi Road – 1.9 9-18 7-14 1-2 Undivided Subhasganj – Orcha Gate Elite intersection – Tehesil – 1 18-33 7-14 2-4 Intermittent Khanderao Gate Chitra Intersection – Elite Intersection – BKD Intersection – 4.7 18-33 7-14 2-4 Intermittent Khanderao Gate – Minarva Talkies Minarva Talkies – Govind Intersection – Khusipura – 1.4 9-18 7-14 1-2-4 Intermittent Collectorate Intersection Sipri Bazaar – Nandanpura – Khati 5.1 9-33 7-14 1-2-4 Intermittent Baba – Nagra Laxmi Gate – Golla Mandi – Risala 1.8 9 7-14 1-2-4 Undivided Chungi Intersection Source: Jhansi Master Plan, 2005 The major roads and national highway inside the City, are being upgraded and widened as per master plan, except few stretches where work is complete. The medians are at per with the upgradation work where widening has been possible or lanning is complete.

1.8.2 Major Intersections This includes the signalized and non-signalized intersections and other related information. The Elite intersection is signalised on all the four arms, though rarely is in operation. The Jail intersection is signalised on one arm, but not currently in operation. No other intersections are signalised. The details of the intersection are presented in the Table 1-11.

Table 1-11: Details of Major Intersections

Sl. No Name of Intersection No of Arms Signalized (Yes/No) 1 Elite Intersection 5 Yes 2 Jail Intersection 3 Partial 3 Collectorate Intersection 4 No 4 Risala Chungi Intersection 4 No 5 BKD Intersection 4 No 6 Chitra Intersection 4 No

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Sl. No Name of Intersection No of Arms Signalized (Yes/No) 7 Minarva Intersection 4 No 8 Govind Intersection 4 No

1.8.3 Pedestrian and NMV Facilities Walk trips in the City are quite frequent, though the pedestrian sidewalks are under construction on most of the roads. Within the walled city area, where the pedestrian movement is very high, sidewalk will be provided on all major corridors. Currently, there is a lack of proper sidewalk and crossings. Due to non-availibility of proper pedestrian area, the habits of the pedestrian are irregular. The major flow of pedestrian is through intersections along with the vehicular traffic movements within the City.

Presently non-motorised vehicles (NMV) share road space with other motor vehicles reducing the maneuvering space. However, with the growing concern of NMV safety and increasing volumes, efforts are being carried out to provide adequate NMV facilities.

During the process of primary data collection, the traffic volume count (TVC) was conducted to capture existing traffic. The motorised and non-motorised vehicular volumes were captured. The NMV data are tabulated in Table 1-12.

Table 1-12: Details of Non-Motorised Vehicles (in numbers)

Cycle Goods Animal Hand Location Cycle Others Rickshaw Tri-Cycle Drawn Drawn Medical College 920 0 12 10 6 10 Near Bus Stand 594 0 5 2 2 14 Laxmi Gate 575 0 0 0 30 1 Imambada 317 0 1 0 34 1 Gandhi Ghar Ka Tappa 419 0 1 0 48 0 Tehesil 308 1 1 0 10 1 Circuit House 836 2 4 5 8 8 Near Railway Station 179 0 3 0 4 6 Jhansi 143 0 0 0 0 3 Nehru Park 507 0 11 1 6 20 Total 4,798 3 38 18 148 64 Source: Primary survey conducted by the Consultant

1.8.4 Traffic Management including Parking One of the most serious problems in the City is on-street parking. Increased parking demand together with limited parking supply and absence of parking policy are impediment to smooth

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flow of traffic. The parking problem is most serious in walled city area. Parked vehicles reduce the width of useable road resulting in increased congestion. On all major roads, parking is provided on streets, resulting in loss of up to two lanes in many places. This loss of traffic lanes attributes to acute congestion on main corridors, which can be reduced by relocating the on- street parking or by providing parking places into by-lanes.

Traffic management in the form of one-way circulation during peak hours, parking restrictions on certain streets, restrictions on heavy vehicles movement is prevalent in certain areas. However, lack of enforcement is visible at many places.

1.8.5 Traffic Safety Data on Accident is not available for Jhansi.

1.9 VEHICULAR GROWTH AND COMPOSITION

Since the last decade, vehicles are increasing at faster rate in the City. The increased socio- economic status of the residents, development of city roads, the availability of easy financing for automobiles, lack of integrated mass transport system and the increased need for use of transport for daily journeys have resulted in high growth of vehicle ownership in the City. Two- wheelers and cars in particular are increasing at a rapid rate. The time series data by vehicle type between 2008 and 2013 is presented in Table 1-13.

Table 1-13: Registration of Vehicles in the District (in numbers)

s s

s

Lorries eeler eeler ther Taxi Cars Year LMV MAV Total Jeeps Buses O wh wh Trailers Tractors - - 2 3 Omni Buses Trucks & 2007-08 188441 5073 11985 1054 156 2 253 1680 1683 419 2436 300 327 213809 2008-09 199254 4542 13041 1326 302 2 306 1151 1864 408 2896 300 446 225838 2009-10 201327 5261 12779 3134 508 0 319 1537 1747 593 11790 316 1328 240639 2010-11 231761 6177 14649 3637 598 8 386 2048 1883 718 13019 314 1433 276631 2011-12 253311 7119 16433 4139 716 28 451 2582 1423 671 14470 314 1590 303247 2012-13 275348 8051 20283 4844 918 71 489 3245 1668 887 16364 326 1739 334233 Source: RTO, Jhansi

During 2008-2013, two wheelers showed a growth rate of 6.7 percent, cars of 4.5 percent and jeeps of 3.9 percent. At present, the total vehicular volume of the City is 3.3 lakhs.

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1.9.1 Rail Network Characteristics Jhansi is one of the important junctions on Mumbai-Delhi rail route of Central Railways. Jhansi is connected to major cities in the State and India such as Delhi, Mumbai, Kanpur, Gwalior, Lucknow, Chennai, Bhopal, Kerala, Karnataka, Kashmir and connects rail network of the eastern India. These rail routes are:

. Jhansi – Gwalior . Jhansi – Kanpur . Jhansi – Allahabad . Jhansi – Mumbai

1.9.2 Major Transportation Nodes Major transportation nodes are those, which act as major passenger integration points. At these places people often change their mode and get in to higher mode of travel in order to travel larger distances. Places like bus and railway stations and airports often act as transport nodes. The City has airstrip used only by air force and for helicopter landing.

Bus Station

The City has an interstate bus terminal near Risala Chungi intersection. Long distance intercity buses are operated by UPSRTC and Private Bus Association. This terminal is located at the eastern part of the City on a high volume traffic corridor of NH-25 near Risala Chungi intersection. This road is moderately wide. However, bus movement to and from the bus station adds friction to the traffic flow and leads to congestion during the peak hours. Approximately, 350 buses enter/leave the bus station on daily basis. The bus station has saturated in its capacity and there are problems of parking of buses and loading/unloading of passenger’s etc., which lead to congestions and delays.

To alleviate the traffic congestion, the District magistrate office has already proposed area for bus depot with terminal for both public and private transport at Kochabawar (after Medical College crossing) and at Bhagabanpura, 3 km from Risala intersection towards Orcha for public and private respectively, with an area of 4 acres each. The Regional Manager Office, Jhansi, UPSRTC has demanded a land area of 9 acres during the meeting with municipal commissioner. The municipal commisionner has ensured to take up the matter to the District Magistrate.

Railway Station

The City railway station continues to be the main terminal for railway operations where 179

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trains including both passenger and goods trains run through Jhansi Railway Station in a day. According to the North-Central Railways on an average of 27,000 passengers travel out of Jhansi every day, out of which 7,000 are passengers with reservation tickets and approximately same number of passengers is expected to return back to the City.

1.9.3 Traffic Characteristics of City Roads The traffic characteristics such as traffic volume, composition and travel speeds on major traffic corridors are represented in Table 1-14.

Table 1-14: Flow Characteristics on Major Traffic Corridors

Peak Hour Travel Sl. Lane Road/Corridor Traffic Speed V/C LOS No Configuration (PCU) (kmph) 1 Kanpur to Bus Stand 657 2-4 17.5 0.55 B 2 Kanpur to Elite Intersection 490 2-4 18.6 0.41 B 3 Shivpuri to Elite Intersection 576 2-4 20.1 0.48 B Railway Station to Railway 4 586 2-4 22.0 0.49 B Station 5 Datia Gate to Bara Bazaar 261 2 19.5 0.29 B 6 Gwalior to Elite 323 2-4 22.0 0.36 B Source: Secondary Data

It is evident from the above table that several major roads in the City are facing capacity constraints.

Origin-Destination Characteristics

The origin-destination characteristics of the City were captured by conducting primary surveys at nine (9) locations in IPT stands across the City as tabulated in Table 1-15 and pie chart is shown in Figure 1-5.

Table 1-15: Details of Distance Matrix and Average Lead Distribution

Distance Range Number of Percentage of Average Lead (in km) Commuters Commuters Distribution 0-3 455 34 0.52 3-5 284 22 0.86 5-10 362 27 2.05 10-15 83 6 0.79 15-20 25 2 0.33 Above 20 115 9 2.18 1324 100.0 6.72

Source: Secondary Data

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There are about 34.4 percent of commuters, who use the IPT for their travels are residing within 3 km. Similarly, 21.1 percent, 27.3 percent, 6.3 percent and 1.9 percent of commuters were residing at 5, 10, 15 and 20 km respectively. About 8.7 percent of commuters were using IPT’s even more than 20 kms for their travel.

8.7% 1.9% 0-3 6.3% 34.4% 3-5 5-10 10-15 27.3% 15-20 above 20 21.5%

Figure 1-5: Trip Length Distribution for Various Vehicle Type

Speed and Delay

During reconnaissance survey and process of finalization of proposed bus routes, speed and delay surveys were conducted in the year 2013 and are presented in the Table 1-16.

Table 1-16: Details of Average Speed in Proposed Bus Route Sections

Average Speed Route No Origin Destination (kmph) 1 Kocharbawar Nandanpura 16.40 2 Rail Station Rail Station 13.63 3 Nagra Medical College 18.41 4 Datia Babina 26.46 5 Datia Orcha 16.90 6 Raksha Medical College 17.45 Source: Secondary Data

1.9.4 Socio-Economic and Travel Characteristics Average Monthly Income

Income groups have been classified based on monthly income being upto Rs. 2000, Rs. 2001 to 5000, Rs. 5001 to 10000, Rs. 10001 to 20000, Rs. 20001 to 30000, and greater than Rs. 30000. 58.92 percent of the household lies in the income range of Rs. 5001 – 10000, followed by 23.83

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percent in the income range of Rs. 2001 – 5000, 9.83 percent in the income range of Rs. 10001 – 20000, 6.06 percent in the income range upto Rs. 2000 and 0.08 percent in the income range of more than Rs. 30000.

Table 1-17: Monthly Income Distributions

Sl. Monthly Income Number of Percentage No (Rs.) Households 1 Less than 2000 965 6.06 2 2001-5000 3,797 23.83 3 5001 - 10000 9,387 58.92 4 10001 - 20000 1,566 9.83 5 20001 - 30000 206 1.29 6 More than 30000 12 0.08 15,933 100.00 Source: Statistical Department, JDA, Jhansi

Purpose of Journey

Analysis on the purpose of trip reveals that work trips are highest with 42 percent, followed by business trips at 28 percent (Figure 1-6).

11.67%

8.92%

4.63% Work Business Return Home Others 74.78%

Figure 1-6: Purpose of Journey

Existing Modal Share

A variety of modes operates in the City to meet the travel demand. Household survey (2005) indicated the modal split as under:

Two Wheeler : 18.55 %

Auto Rickshaw : 62.49 %

Car/Jeep/Van : 18.25 %

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E-Rickshaw : 0.02 %

Tempo/Van : 0.70 %

Cycle Rickshaw : 0.002 %

It may be observed that share of cycle rickshaw is very low in the City. In addition, Auto rickshaw and two wheeler trips are observed to be significantly high in the modal split (Figure 1-7).

Auto Rickshaw 62.49%

Two Wheeler 18.55%

Car/Jeep/ Maruti/Van/ Cycle Rickshaw Shared Taxi 0.002% E-Rickshaw 18.25% Tampo/Van 0.02% 0.70%

Figure 1-7: Existing Modal Split

City Bus Passenger Characteristics Not applicable

1.10 COMPREHENSIVE MOBILITY PLAN/COMPREHENSIVE TRAFFIC AND TRANSPORTATION STUDY (CMP/CTTS)

Not applicable

1.10.1 Major Issues to Traffic and Transportation Road Infrastructure

Unauthorized parking and encroachments on the carriageway create underutilization of the road capacity.

Insufficient road space, primarily in some critical areas and poor maintenance causes problems to traffic flows.

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Traffic and Transport

Very high growth of personalized modes on limited road space has led to overcrowding and congestion on roads.

Traffic volumes are very high near the walled city. Many junctions are congested during peak hours.

Intermediate transport modes like auto rickshaws are prevalent in the city core area.

The average speed in the main commercial areas, CBD area and on the major corridors is less than desirable speed.

Absence of off-street parking facilities results in haphazard parking along the roads, leading to congestion on roads.

Highest parking demand recorded in and around the walled city area.

Terminals and Other Issues

Lack of facilities in bus terminals, bus stations and bus shelters causes inconvenience to commuters

Absence of an integrated public transport system and need for directional terminals

Lack of enforcement of traffic rules, especially inside the City

Lack of traffic awareness among the citizens

Lack of organized NMT facilities like pedestrian crossings, cycle rickshaw stands and bicycle lanes etc.

1.11 URBAN GOVERNANCE AND INSTITUTIONAL FRAMEWORK

The prime agency responsible for planning and development of transport infrastructure (road) including finance and investments in Jhansi City as well as the surrounding region is the Jhansi Municipal Corporation. The multiplicity of organizations involved in providing urban services makes the management of affairs of the City highly complex. It becomes essential to define the roles and responsibilities of each of the agencies very clearly. The inter-relationships of various departments play an important role in making available good quality of services to the community of the City. The municipal Corporation Adhiniyam, 1959 as amended from time to time provides for majority of the function listed in 12th schedule of the Constitution (74th

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Amendment Act, 1992). The following table the service-wise planning, implementation and operation and maintenance function being carried out by different agencies involved in providing services in Jhansi urban area. A summarized Institutional responsibility matrix is given in Table 1-18.

Table 1-18: Institutional Responsibility Matrix

Operation and Sector Planning Implementation Maintenance UPJN/JDA/UPHDB Jhansi Division, Jal for colonies Sansthan, Jhansi Division, Jal Land-use/Master Plan/Building Byelaws developed by UP/UPJN/DUDA Sansthan, UP them/DUDA for for slum slum Area JDA/NNJ/Housing Jhansi Division, Jal Water Supply UPJN Board Sansthan, UP JDA/NNJ/Housing Jhansi Division, Jal Sewerage UPJN Board Sansthan, UP Roads/Bridges/Flyovers/Rob/Multilevel SP NNJ/Traffic NNJ/Traffic Police Parking Traffic/RTO/NNJ Police/RTO SP NNJ/Traffic Traffic Control and Management Systems NNJ/Traffic Police Traffic/RTO/NNJ Police/RTO City Public Transportation NNJ NNJ NNJ Street Lighting NNJ NNJ NNJ Storm Water Drainage NNJ NNJ NNJ NNJ, Forest, JDA, NNJ/JDA/Housing NNJ/JDA/Housing Solid Waste Management UPHB Board/Forest Board/Forest Parks/Playground Golf Pollution Control Pollution Control Course/Beautification of Road SPCB Board Board Intersections/Urban Forest Air, Water and Noise Pollution Control NNJ, DUDA DUDA DUDA Slum Redevelopment NNJ, DUDA DUDA DUDA JDA/Housing JDA/Housing JDA/Housing Urban Poverty Alleviation Programme Board/DUDA Board/DUDA Board/DUDA Housing for EWS RTO RTO RTO Public Conveyance ASI ASI ASI UPJN/JDA/UPHDB Jhansi Division, Jal for colonies Sansthan, Jhansi Division, Jal Heritage Building Conservation developed by UP/UPJN/DUDA Sansthan, UP them/DUDA for for slum slum Area Source: City Sanitation Plan 2011, Jhansi; Jhansi Nagar Nigam

JHANSI CITY CITY PROFILE Chapter 2: Public Transport Characteristics

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2.

2.1 INTRODUCTION

This chapter discusses the available/proposed public transportation facilities in the City. No transport system in form of Mass Rapid Transport System (MRTS), Bus Rapid Transport System (BRTS) or city bus system exist in Jhansi city, except intermediate para-transit within the City area and even beyond the City limits. In absence of conventional public transport, the IPT forms of public transport namely auto rickshaw/tempo is one of the important mode of transport within the town and beyond.

2.1.1 Mass Rapid Transit System (Metro/Mono/Light Rail, if any) Not applicable

2.1.2 Bus Rapid Transit System (if any) Not applicable

2.1.3 City Bus System Not applicable

2.1.4 Intermediate Public Transport and Other Modes The intermediate para-transit system is the major mode of public transport system namely auto-rickshaw/tempo (three wheeler). The growth of population has outpaced the planned development of the City. The slow progress in developing transport facilities within the City has created a gap between the demand for comfortable and safe travel and supply of such facility has allowed intermediate forms to grow at a rapid pace. The major routes of IPT mode in Jhansi city is shown in Table 2-1.

Table 2-1: Major Termini in Jhansi

Sl. Route IPT Types Terminus No Railway Station – City and Auto rickshaw 1 Railway Station beyond /Tempo

Auto rickshaw 2 Bus Stand – City and beyond Bus Stand (on both side of the road) /Tempo Sipri Bazaar – Chitra Int. – Elite Auto rickshaw Near Sipri Bazaar and bus terminus 3 Int. – Jail Int. – Collectarate Int. – /Tempo/Tata before Risala Chungi Int. (on both side Risala Chungi Int. - Medical magic of the road)

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Sl. Route IPT Types Terminus No Sipri Bazaar- Chitra Int. – BKD Int. Auto-rickshaw Near Sipri Bazaar (on both side of the 4 – Minarva Int. – District Hospital /Tempo road) Sipri Bazaar- Chitra Int. – BKD Int. Auto-rickshaw Near Sipri Bazaar (on both side of the 5 – Khande Rao Gate /Tempo road) Auto-rickshaw Elite Intersection (on both side of the 6 Elite Int. – BKD Int. – Polytechnic /Tempo road) Jail Int. – Rajgarh – Hasari – Auto-rickshaw Jail Intersection (on both side of the 7 Bijauli /Tempo road)

Two types of auto-rickshaws ply in the City. The 7-seater auto-rickshaws are the more than the smaller 4-seater auto-rickshaws in number. Both the forms carry many more passengers than stipulated by regulations. Jeeps and vans like Tata Magic form the other class of IPTs and are available on longer routes. All IPTs operate on share basis as stage carriage. No signages are present for stops. No auto-stands with shelter were found in the City area and beyond. Passengers board and alight as desired with no designated stops. Service is available on most routes from before 6 AM to 9 PM; however, IPT services from railway station to different parts of the City ply depending on the train schedules. IPTs are parked at the side of roads and no designated parking lot exists.

They carry the bulk of public transit users because of higher frequencies, shorter stages, penetration within the City and fares comparable or cheaper than UPSRTC buses on overlapping sections of route. Minimum fare is Rs. 5 to Rs. 7 within the City limit except for route from Sipri Bazaar to Medical College where it goes upto Rs. 20 per passenger. The fare from Sipri Bazaar to Elite Intersection is Rs. 5; from Elite Int. to Jail int. is Rs. 7; from Jail Intersection to Bus Stand and RTO is Rs. 10; beyond RTO to Bundelkhand University is Rs. 15 and Medical College and beyond it is Rs. 20 per passenger.

2.1.5 Public Transport Ridership Not applicable

2.2 EXISTING CITY BUS SYSTEM

Not applicable

2.2.1 System Overview Not applicable

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2.2.2 Physical Performance of Bus Service Not applicable

2.2.3 Financial Performance of Bus Service Not applicable

2.3 EXISTING FARE STRUCTURE

Not applicable

2.3.1 Fare Structure of CBS Not applicable

2.3.2 Concessional Fare Not applicable

2.3.3 Fare Fixation & Revision Mechanism for City Buses Not applicable

2.3.4 Existing Fare Collection Mechanism Not applicable

2.4 TAXATION ON PUBLIC TRANSPORT

Public transport is subjected to a multitude of fees and taxes imposed by the Central, State and Local Governments. These taxes are discussed below.

2.4.1 Motor Vehicle Tax The tax structure under the Motor Vehicle Taxation Act, 1997 in respect of class of motor vehicles is presented in Table 2-2.

Table 2-2: Motor Vehicle Tax

Rate of Tax per Seat (Rs.) Sl. No Description of Vehicles Monthly Quarterly Yearly Stage carriages, owned by Uttar Pradesh

State Transport Undertaking (a) Age not more than two years old 600 1800 6500 (b) Age more than two years old but not 1 500 1500 5400 more than four years old (c) Age more than four years but not 400 1200 4800 more than six years old (d) Age more than six years 150 450 1600

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Various types of fees for the State carry buses in UP are shown in Table 2-3: Table 2-3: Various Types of Fees for City Buses in UP

Sl. Amount for Midi Amount for Mini Type of Fees No Buses (Rs./pa.) Buses (Rs./pa.) 1 Insurance 55,000 40000 2 MVI 500 500 3 Permit Renewal 6,000 6,000 4 Stand Fees 460 460 2.4.2 Passenger Tax Passenger tax is not applicable

2.4.3 Issues with the Existing Taxation Policies The responsibility to pay taxes and statutory charges related to buses and bus operations should be divided between Authority and the Operator.

2.4.4 Steps Taken (if any) to Reduce or Exempt Public Transport from Taxes Motor Vehicle Tax for city bus services within the Municipal limit should be reduced/ exempted to promote Urban Transport Schemes in the state of Uttar Pradesh.

2.5 EXISTING INSTITUTIONAL SET UP FOR CITY BUS OPERATIONS

Not applicable

2.5.1 Management Structure – RTC/MC/SPV/Others Not applicable

2.5.2 Staff Details for Organization/Management Body Not applicable

2.6 SUPPPORT INFRASTRUCTURE

Not applicable

2.6.1 Existing Bus Q Shelters (BQS) if any Not applicable

2.6.2 Existing Bus Depots and Terminals Not applicable

2.6.3 Proposed Depot, Terminals and Bus Shelters for JNNURM Buses There are about 110 Bus Q shelters proposed. A depot of area around 9 acres has been JHANSI CITY PUBLIC TRANSPORT CHARECTERISTICS

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proposed by the Jhansi State Transport department at Kochabhawar. Details are given in Annexure 2.1.

2.7 INTELLIGENT TRANSPORT SYSTEMS (ITS) 2.7.1 Existing Infrastructure ITS increases the efficiency of the service of bus system, enabling operators to offer is liable and high quality service and provides the bus user necessary real time information. Currently the City has the following ITS component:

Electronic Ticketing Systems

2.7.2 Proposed Intelligent Transport Systems (ITS) 2.7.2.1 Passenger Information System (PIS) Passengers using the system shall be given updated information on the following.

ITS can help improve public transit services in a variety of ways. To provide the passenger enhanced safety, comfort, and reliability, Real-time Passenger Information System (PIS) shall be provided through LED display/LCD display/audio units. Passenger Information System would provide real-time traffic and transit information to the commuters to facilitate travelers for better planning, to reduce anxiety, bypass congested routes or choose to delay departure times during the peak hours or congestions. This system involves the simple audio/visual displays to provide information based services to the passengers in a transit system. The system integrates multiple technologies, including advanced visual displays, automated voice, wireless networks, GPS/GPRS system, central control system, coders/decoders and many others. The central control system interacts with the tracking device inside the bus to collect real-time information and with bus terminals/bus stops/on board for information feedback.

The goal of PIS is to provide efficient, reliable, and safe service to their commuters. Implementing a Passenger Information System will contribute to the followings:

Reduced perceived wait time

Increased operational efficiency and deliver operational flexibility and integration

Reduce the uncertainty of the passengers.

Better integration of the multi modal transportation system and mode share

By reducing wait time, better time route planning and service for passenger, the system can attracts more ridership. A passenger information system is a way to

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improve the communication systems in a way that would not only generate revenue, but improve customer service and satisfaction as well.

The real-time bus monitoring and passenger information system will be equipped with three basic components:

In-vehicle Service

Central Control System

Bus Terminal/Shelters Service

In-vehicle GPS Service Units Feedb Stops/Terminal Central Control GPRS /Bays Service System

In-vehicle Audio/ Service Visual Figure 2-1: PIS Process Flowchart Feedb

In-vehicle Services

In-vehicle Passenger Information System would consist of the following features and services:

Each bus, using the GPS based tracking system, will determine precise current position of the buses along with the instantaneous time.

The information collected through GPS device would be transmitted to the traffic control centre in real time through GPRS connection.

The central control station shall compare the actual location of the bus, at a given time, with its scheduled location.

The central control station/server will calculate the speed and schedule stop predictions along the route, Expected Time of Arrival (ETA) at bus stops and any deviations from the schedule and transmit the data to bus shelters/terminals and also to the buses.

This information is displayed and/or announced to passengers using display units/LED boards/audio units, which seamlessly fetch the required ETA through GPRS connection. The purpose of this type of display indicator is to provide information

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regarding routes, destination, downstream stops and ETA, route guidance, weather conditions, hazardous road conditions, recommended routes during incidents/construction on routes etc.

The LED display unit would be mounted inside the bus to provide a clear view for the bus riders and also can be supported by voice

The LED display will automatically display the information and produce audio announcement based on the periodical information derived from the GPRS.

The display units should support multi-lingual fonts in English, Hindi and the local language and different character sets in appropriate colours for easy reading.

The system will be able to provide transit connections/transfer information at the destinations to potential travelers of current network conditions to help them assess their travel options - route, mode, time-of-day, etc.

At Bus Terminals/Shelters

At the designated bus shelters/terminals, real time bus information will be displayed and announced to passengers using station units, which periodically fetch the required ETA from the server/central control room via GPRS.

The display units should support receiving of data on wireless communication network for data movement. The displays at bus stop shall be capable of displaying or providing information in multi–lingual format/languages. Message displayed on the LED should be bright and clearly visible (RED or AMBER) with appropriate font size. Multilingual audio announcement should be clear and distinct.

Provide information regarding the precise positions and ETA of upcoming busses, route no, destination, messages, updated information of bus bay number from which/at which buses will depart/arrive, passenger way finding, emergency information, and advertisements etc.

Shall be mounted on secured enclosure and visible for passengers.

2.7.2.2 Central Control Centre A central control is an organized central facility to provide the passenger information. Information is an integral part of the Control Room’s primary function. The control center will be set up to control all the service and organises the operation. This shall act as a nucleus of

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the entire system and services. The central control centre coordinates between all the components of the system. It shall consist of all the necessary computing and communications hardware and software needed to fulfill this function. This would have the following:

Control panels on which the location of all buses can be spotted and tracked

Data receptor, capable of receiving the data sent from GPS unit at buses through GPRS connection

Processing center to decode the data, analyze, calculate, and store

Facilities to transmit the processed information to the buses/bus shelter/bus terminals

Facilities voice play back, voice recording and voice communication between the drivers and the control room as well as between terminal/bus stop supervisors and marshals and the control room

Provision to update data collected regarding actual bus arrival/departure timings.

Reports for disseminated data for future analysis

UNICODE standard for data entry of all the languages

Overall system integration with applicable software (Computer-Aided Dispatch/Automatic Vehicle Location (CAD/AVL) software)

2.7.2.3 Proposed Fare Collection System

Through conventional fare collection system, the fare is collected through a conventional method of selling on-the-board tickets. This procedure of issuing the ticket is time consuming, troublesome, issues with disbursement, unsystematic and chances of mismanagement and malpractices.

At present, the collection of fare is being done through on-board hand-held ticket vending machines for quick issue of tickets and automatic collection ticket sales information in the machine. The ETM (Electronic Ticketing Machine) may reduce some of the issues associated with conventional fare collection system. Automatic fare collection has some of the advantages over the conventional fare collection system by:

Reducing on-board fare collection time

Reducing the overall travel delay

Providing convenience to passengers, conductor/crew and management

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Reducing the chances of malpractices and increasing revenue

Providing a systematic way of managing the fare collection information

Providing flexibility to the passenger and the management

Attracting ridership and revenue by proving better services

The following types of fare collection system are proposed:

Smart card

On-board fare collection using hand-held ticket vending machines

Passes

Smart Card

ETM can be introduced through smart cards. This is fast and cashless service which provides hassle free rides. The smart cards would be issued from the service center/bus terminals. The smart card will be a pre-paid card and can be recharged with specific amount which the passengers can use for on-board ticket purchase. The contactless smart card reader would be installed near the two doors. The passenger needs to flash the card near the smart card reader and; based on the coordinates of the GPS, the starting point is stored in the on-board system. Upon exiting, the passenger flashes again the card to register the destination. Again based on the GPS coordinates, the boarding and alighting points would be calculated and debited from the smart card accordingly.

Hand-Held Ticket Vending Machines

Hand Held Electronic Ticket Machines (HHETM) system is a palm size vending machine used by the conductors to issue the tickets to the passengers. By issuing the ticket through the machine will reduce the inconvenience of carrying paper tickets of different denominators. The Hand Held Electronic Ticket Machines can also record and print the information related to date and time of journey, route no, type of service, origin-destination, number of persons traveling on each ticket and total fare collected.

Issuing Passes

The passes can be issued though the service centers in the City to provide enhanced convenience to passengers. The central database would maintain all the information regarding the total sale of passes, ridership and passenger demand and would be capable of updating synchronously from multiple centers. This will ensure a fast, smooth and efficient delivery of JHANSI CITY PUBLIC TRANSPORT CHARECTERISTICS

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passes to the passengers. This system will ultimately help in reducing the error and the chance of duplicity of the passes by providing a barcode on every pass. The passes will contain the pass-holder information. Pass-holder information in combination with the bar code would help to reduce any duplication of the passes.

Considering the above advantages to the passengers, bus crew and management, the introducing Electronic Ticketing Machine is recommended. It is proposed to have one ETM for each bus.

JHANSI CITY PUBLIC TRANSPORT CHARECTERISTICS Chapter 3: Proposed Operation Plan

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3.

(Fleet assessment, Infrastructure and Route Selection)

3.1 ASSESSMENT OF FLEET

The City does not have a Comprehensive Development Plan (CDP) or Comprehensive Mobility Plan (CMP) for the City. Therefore, it was not possible to assess the movement pattern of the people by different modes, their lead distribution, traffic on major roads and intersections. To collect this information, the Consultants decided to conduct various surveys. The calculation of required fleet was based on a combination of Method 1: ‘Travel Demand Characteristics’ and Method 3: ‘New Proposed Routes’.

At the outset, they carried out reconnaissance survey to identify the major city traffic corridors, their configuration, IPT/bus routes, major traffic generators/attractors to identify probable bus corridors for operation of different types of buses. Based on reconnaissance survey, location for various surveys, e.g. traffic volume counts (TVC), turning movement counts (TMC) and origin-destination (O-D) surveys of passengers using Intermediate Public Transport (IPT) routes were planned at various locations. Besides, passengers were also surveyed at the rail terminals and inter-city bus terminals to determine the trip distribution from these major traffic generators and the modal distribution.

The details of various survey locations are given in Table 3-1 and presented in Map 3-1.

Table 3-1: Details of Survey Location

Number of Survey Name of the City Type of Surveys Location Classified Traffic Volume Count (16 10 hrs. 1 day) Turning Movement Count Survey 9 Nos (12 hrs. X 1 day) (4L- 5, 3L - 3, 5L - 1) IPT Stand- Boarding/Alighting + Jhansi Interview including OD (16 hrs. X 1 7 Day) Rail Terminal Survey – Entry Count 1 + Interview (12 hrs. X 1 Day) Bus Terminal Survey – Entry Count + 1 Interview (12 hrs. X 1 Day)

JHANSI CITY PROPOSED OPERATION PLAN To Gwalior JHANSI CITY

NH 75 BHOJLA To Gwalior SIMRADHA

4')+10#./#2,*#05+

TO GWALIOR

NH 75 BHOJLA

TO GWALIOR SIMRADHA

NH 75 NH 75

PHASE-2

KARARI

TO Orai NH 75 RASRA

MAHENDRA PURI

JHANSI KHAS MASTARA NAYAGAON PAL PHASE-2 COLONY PITAMBRA NAGAR

ANSAL BALAJI COLONY COLONY PANCHVATI GREEN PARK CITY EXTENSION COLONY

NH 75 NH PICHHOR SHIV COLONY Shivpuri-Gawlior Bypass MASHIA PURANA GANJ SAHAR PANCHVATI INDIRA THAPAK NALANDA LAL NAGAR BHAHMA BAGH ANNAPURNA KUAN NAGAR DATIA GATE COLONY BUNDELKHAND LAHARGIRD SIDDHESHWAR UNIVERSITY NAGAR PATHORIYA MASTER COLONY MAHARANA PRATAP KHATI BANSAL NAGAR TO Orai BABA ROY COLONY SHARDA GANJ HILLS SAHNI RAI CP MISSION GANDHIGAR NH 25 KARARI GANJ COMPOUND KA TAPRA TO SHIVPURI COLONY MAHARANA PRATAP Shivpuri-GawliorRAJGHAT Bypass NAGAR EXTENSION COLONY HINGAN BADA INDRAPURI VEERANGNA SARYU PREM MISSION KATRA BAZAR VIHAR COMPOUND NAGAR GANJ KHDA NH 25 NH 76 LOHA MANDI NH 25 SIPRI MANDI NH 76 CID COLONY INSTITUTIONAL AREA RAS BAHAR SUBHASH NH 25 COLONY NANAK GONDU GANJ COMPOUND LOHA GANJ GUMANWARA BANKERS SIPRI NH 75 MANDI SHIVAJI GWAL COLONY BAZAR NAGAR SHIVAJI NANDANPURA NH 76 TOLI JEEVAN NAGAR JHOKAN SANGAM VIKAS SHAH BANS KARGUAN VARDAN NAGAR BAGH NH 25 VIHAR VIHAR MANDI NAKTA GADN CHOPRA K.K.PURI SURYAPURAM NH 25

GOKULPURI KHODAN DEEN DAYAL NAGAR

KHATI BABA SHASHTRI DILDAR NH 25 NAGAR NAGAR Jhansi Junction J H A N S I Railway NH 76

TRANSPORT NAGAR KHATI SADAR BABA BAZAR LALKUNTI 3 BAZAR NH 75 RAILWAY OFFICERS RANI LAXMI COLONY ST.KASIA NAGAR CANTT NAGAR NH 12A NH 75 JHANSI N.South Corridor To Kanpur RLY.SETTL RASRA TO MAHOBA RATANPUR NAGAR BUDH NAINA VIHAR IDGHA GARH NH 76 FARMS PRATAP NAGAR NARAIPURA

JHALKARI BAT NAGAR CHRISTAN NAGRA PULIA COLONY RAJEEV NUMBER 9 BHATTA KRISHNA NAGAR GAON GARIYA NAGAR GAON NAI GARIYA BASTI FATAK N.South Corridor

MAHENDRA SARANDHARA NAGAR BADAGANH HANSARI PURI RURAL TO MAHOBA

TO Lalitpur

N.South Corridor

JHANSI

KHAS N.South Corridor

BIJAULI INDUSTRIAL MASTARA AREA NAYAGAON PAL COLONY 9 TO SAGAR PITAMBRA

NH 75 NH NAGAR

ANSAL BALAJI COLONY COLONY PANCHVATI GREEN PARK CITY COLONY EXTENSION PICHHOR Campus SHIV COLONY 72/#2 ,*#05+ Shivpuri-Gawlior Bypass Govt. Polytechnic MASHIA College PURANA GANJ SAHAR PANCHVATI INDIRA THAPAK NALANDA LAL NAGAR BHAHMA BAGH ANNAPURNA KUAN NAGAR DATIA GATE COLONY BUNDELKHAND LAHARGIRD SIDDHESHWAR Inter College UNIVERSITY NAGAR PATHORIYA 5 2 MASTER BANSAL COLONY MAHARANA PRATAP KHATI COLONY 8 NAGAR To Kanpur BABA ROY 4 GANJ 7 SHARDA GANDHIGAR RAI HILLS KA TAPRA NH 25 SAHNI GANJ CP MISSION COLONY COMPOUND 5 MAHARANA PRATAP To Shivpur Shivpuri-GawliorRAJGHAT Bypass BADA NAGAR EXTENSION COLONY BAZAR NH 25 INDRAPURI HINGAN VEERANGNA SARYU PREM MISSION KATRA Inter College GANJ COMPOUND NAGAR 1 VIHAR KHDA 9 NH 76 LOHA MANDI NH 25 CID COLONY SIPRI 10 MANDI NH 76 J.K.Hospital INSTITUTIONAL AREA 7 RAS BAHAR SUBHASH NH 25 COLONY NANAK GONDU 1 GANJ COMPOUND LOHA 6 GANJ Inter College GUMANWARA MASIHA NH 75 MANDI BANKERS GANJ SIPRI GWAL SHIVAJI COLONY BAZAR TOLI NAGAR SHIVAJI NANDANPURA NH 76 Bundelkhand NAGAR Degree College JEEVAN 3 SANGAM VIKAS SHAH JHOKAN KARGUAN VARDAN NAGAR BAGH BANS NH 25 VIHAR VIHAR 6 MANDI NAKTA GADN Inter College CHOPRA K.K.PURI SURYAPURAM NH 25 4 CHHANIYA 7 PURA AMBEDKAR GOKULPURI KHODAN DEEN DAYAL 5 NAGAR NAGAR TALPURA 1 KHATI 8 SHASHTRI BABA DILDAR 2 NH 25 2 NAGAR NAGAR Jhansi Junction J H A N S I Railway 6 NH 76 4 Inter College TRANSPORT 3 NAGAR KHATI SADAR BABA BAZAR LALKUNTI BAZAR NH 75

RAILWAY OFFICERS RANI LAXMI COLONY ST.KASIA NAGAR CANTT NAGAR NH 12A

N.South Corridor JHANSI RLY.SETTL RATANPUR NAGAR To Mahoba BUDH NAINA VIHAR IDGHA GARH NH 76 FARMS PRATAP NAGAR NARAIPURA

JHALKARI NH 26 BAT NAGAR CHRISTAN NAGRA PULIA COLONY RAJEEV NUMBER 9 BHATTA KRISHNA NAGAR GAON GARIYA NAGAR GAON NAI GARIYA BASTI FATAK N.South Corridor

SARANDHARA NAGAR BADAGANH HANSARI RURAL To Mahoba

NH 26

To Bombay Turning Movement Count - 9 Locations

N.South Corridor Mid-Block Traffic Volume Count - 10 Locations

IPT/Bus User Survey Location - 7

Rail Terminal Survey Location -1

Bus Terminal Survey Locations -1

NH 26

LEGEND :

M. C. Boundary National Highway

N.South Corridor State Highway Corridor BIJAULI Bypass INDUSTRIAL AREA Major District Road Other District Road Railway Line Water Body Map; 3:1 Traffic Survey Location Map - Jhansi Cannal NH 26

To Lalitpur

Project: Preparation of DPRs for Bus Procurement and Ancillary Infrastructure under JNNURM in 9 selected cities in Uttar Pradesh - Jhansi Page 3-3 Client: Directorate of Local Bodies, Uttar Pradesh January, 2014 Document: 47305100/TT/Chapter 3 Revision: R0

Map 3-1: Details of Survey Locations

3.1.1 Strategy for Route Rationalization of IPT/ Para-Transit System In order to enhance the operational sustainability of the existing and proposed bus system, a route rationalization plan is proposed to be formulated and implemented. Guiding principles of route rationalization plan will be

Route wise and area wise allocation to city buses and IPT/para-transit in such a way that both services will supplement each other. Focusing on service to suburban areas

JHANSI CITY PROPOSED OPERATION PLAN

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through Midi/Mini-buses, inner city with IPT system and system integration in terms of trunkfeeder system

Removal of IPT/Para-transit from city bus routes

Notification of city routes for city bus services

3.2 IDENTIFICATION OF PROPOSED CITY BUS ROUTES

Considering the number of IPT routes operational in the City, their route characteristics and intensity of passengers carried by each route, the various routes for operation of different types of buses (Standard/Midi/Mini) were identified initially. These routes were finally selected for operation of inter-city buses in consultation with city officials. The details of proposed city bus routes are included in Annexure 2-1 and their details are presented in Map 3-2.

Map 3-2: Proposed Bus Routes

3.3 ASSESSMENT OF PASSENGER TRAFFIC ON NEW PROPOSED ROUTES

The following methodology was adopted for assessing the peak hour traffic, which may partially divert to buses on the proposed route:

JHANSI CITY PROPOSED OPERATION PLAN

Project: Preparation of DPRs for Bus Procurement and Ancillary Infrastructure under JNNURM in 9 selected cities in Uttar Pradesh - Jhansi Page 3-5 Client: Directorate of Local Bodies, Uttar Pradesh January, 2014 Document: 47305100/TT/Chapter 3 Revision: R0

i) The data collected through TVC and TMC were analyzed for assessing the number of vehicles category wise using each road section ii) The vehicle data for passenger vehicles was converted into number of passengers based on the average occupancy of each vehicle type observed in the City iii) Each proposed bus route passed through the road sections in the network is shown in Table 3-2.

Table 3-2: Details of Proposed Bus Routes and Arm–Wise Traffic Composition

Car/Jeep/ Proposed Two Auto Tempo/ Cycle Location Traffic Flow Direction Maruti / E-Rickshaw Total Bus Routes Wheeler Rickshaw Van Rickshaw Van/Shared Taxi

Turning Movement Count Towards Bada Bazaar: Arm 1 4241 10185 1826 0 30 2 16283 Towards Kanpur: Arm 2 1,3,6 5252 13706 4944 0 410 2 24314 1 Towards Mahoba: Arm 3 5 5358 14259 4122 0 30 0 23769 Towards Bus Stand: Arm 4 1,3,5,6 5431 20762 5164 0 410 0 31767 Towards Bus Stand : Arm 1 1,2,3,5,6 4673 23198 7188 0 0 0 35059 2 Towards Kachari: Arm 2 2,1,3 2822 8323 2774 0 0 0 13919 Towards Elite: Arm 3 1,3,4 5542 26999 8634 0 0 0 41175 Towards Lalitpur: Arm 1 4 3610 10143 2962 0 1030 0 17745 Towards Allahabad Bank: Arm 2 2 3793 8176 3312 24 140 0 15445 3 Towards Jail Intersection: Arm 3 2,4 5624 19852 5586 24 1170 0 32256 Towards Sadar Bazaar: Arm 4 3504 11011 3620 0 0 0 18135 Towards Ras Quilla: Arm 1 3451 14385 4362 24 1150 0 23372 Towards Railway Station: Arm 2 1,2,6 3792 14903 5044 0 0 0 23739 4 Towards Elite: Arm 3 6 4496 15470 5228 0 0 0 25194 Towards Jail Intersection: Arm 4 2,4 2339 8246 3094 0 0 0 13679 Towards Gwalior: Arm 1 4,5 6863 24395 7354 0 0 0 38612 Towards Govind Intersection: Arm 2 5455 19971 5634 0 0 2 31062 5 Towards Kanpur: Arm3 1,3,4,5,6 5694 24815 7228 0 0 2 37739 Towards Allahabad Bank: Arm 4 6 6679 23674 7824 0 0 0 38177 Towards Shivpuri: Arm 5 3,6 6319 27818 7910 0 0 0 42047 Towards Railway Station: Arm 1 1,2,6 8317 34748 8390 0 760 2 52217 Towards Shipri: Arm 2 1,3,6 11000 44968 11930 40 150 0 68088 6 Towards BKD Intersection: Arm 3 2 9952 35847 10210 40 760 0 56809 Towards Elite: Arm 4 3 4628 20209 5466 0 150 2 30455 Towards Gwalior: Arm 1 4,5 4208 12299 3662 0 0 0 20169 7 Towards Datia Gate: Arm 2 2140 5215 786 0 0 0 8141 Towards Elite: Arm 3 4,5 5585 16114 4056 0 0 0 25755 Towards Bansal Colony: Arm1 642 308 278 0 0 0 1228 8 Towards Gwalior: Arm 2 558 336 238 0 0 0 1132 Towards Hangal Khatra: Arm 3 758 448 300 0 0 0 1506 Towards Datia Gate: Arm 1 851 987 356 0 0 0 2194 Towards Master Colony: Arm 2 437 161 142 0 0 0 740 9 Towards Bada Bazaar: Arm 3 1014 1673 366 0 0 0 3053 Towards Katawali: Arm 4 770 1687 324 0 0 0 2781 Total 145800 515291 150314 152 6190 9 817756 Total Volume Count Kanpur to Bus Stand 1,3,5,6 2002 1414 1556 0 0 0 4972 1 Bus Stand to Kanpur 1,3,5,6 1945 1246 1430 0 0 0 4621 1,2,3,4,5, 1552 2310 1234 0 0 0 2 Kanpur to Elite 6 5096 Elite to Kanpur 1,2,5 1472 2674 1240 0 0 0 5386

JHANSI CITY PROPOSED OPERATION PLAN

Project: Preparation of DPRs for Bus Procurement and Ancillary Infrastructure under JNNURM in 9 selected cities in Uttar Pradesh - Jhansi Page 3-6 Client: Directorate of Local Bodies, Uttar Pradesh January, 2014 Document: 47305100/TT/Chapter 3 Revision: R0

Car/Jeep/ Proposed Two Auto Tempo/ Cycle Location Traffic Flow Direction Maruti / E-Rickshaw Total Bus Routes Wheeler Rickshaw Van Rickshaw Van/Shared Taxi

Bus Stand to Bara Bazaar 498 553 190 0 0 0 1241 3 Bara Bazaar to Bus Stand 514 630 164 0 0 0 1308 Gandhi Gar Ka Tapa to Unnav Gate 301 84 46 0 0 0 431 4 Unnav Gate to Gandhi Gar Ka Tapa 295 84 32 0 0 0 411 Datia Gate to Bara Bazaar 703 2233 60 0 0 3 2999 5 Bara Bazaar to Datia 682 2303 62 0 0 3 3050 Bada Bazaar to Elite Chowraha 958 1694 436 0 0 2 3089 6 Elite Chowraha to Bara Bazaar 976 1897 428 0 0 0 3301 Shivpuri to Elite Chowk 1 1618 4088 1174 0 20 0 6900 7 Elite Chowk to Shivpuri 1 1434 3794 1198 4 0 3 6433 Jhansi City to Railway Station 2 1172 6839 714 0 20 0 8745 8 Railway Station to Jhansi City 2 1109 7413 702 0 30 0 9254 Gwalior to Elite Intersection 4,5 792 1134 810 0 0 0 2736 9 Elite Intersection to Gwalior 4,5 943 805 894 0 0 0 2642 Prem Ganj to Shipri 698 1687 458 0 0 0 2843 10 Shipri to Prem Ganj 751 1827 404 0 0 0 2982 Total 20414 44709 13232 4 70 11 78440

3.4 DETERMINATION OF PEAK HOUR TRAFFIC

Firstly, the identified routes for operation of city buses were mapped on city road network and thereafter the peak hour traffic on each route was determined with following assumptions:

10 percent of two-wheeler and car traffic and 50 percent of IPT traffic will be diverted to the proposed respective city bus routes. It was also assumed in assessing the peak hour traffic that the link having maximum traffic volume with single route would reflect the peak hour traffic.

The peak hour traffic has been assumed to be 12 percent of the total estimated passenger traffic.

3.5 DETERMINATION OF BUS FREQUENCY HEADWAY

The frequency headway was determined using the following formula:

The peak hour capacity of different type of buses has been assumed as below:

Standard Bus Capacity = 60 Midi Bus Capacity = 30 Mini Bus Capacity = 16

A minimum headway of 10 minutes was considered for peak period operations.

JHANSI CITY PROPOSED OPERATION PLAN

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3.6 ESTIMATION OF NUMBER OF BUSES ON EACH ROUTE

The number of buses on each route was calculated using the following formula:

The details of proposed bus routes based on above relationship are presented in Table 3-3.

Table 3-3: Details of Proposed Bus Routes and Number of Passengers Carried Per Day

Route Bus Number of Route Peak Hour Types of Headway Cycle Time Number Length in Capacity passengers No Traffic Bus (mins) in (hrs) of Buses (km) (in nos) carried per day 1 12.3 135 Midi 30 10 2.17 13 6,458 2 11.7 982 Standard 60 4 2.22 37 34,176 3 13.5 336 Standard 60 10 1.97 12 14,415 4 39 187 Midi 30 10 2.78 18 22,086 5 20 243 Midi 30 7 2.70 22 14,259 6 20.5 660 Standard 60 5 2.68 30 40,109 132 131,503

In addition to estimated number of buses, an additional 5 percent of total number of buses is required to cater for breakdown/maintenance of bus fleet. The total number of buses required

for Jhansi is thus 139.

3.7 CATEGORY-WISE DISTRIBUTION OF BUSES

Table 3-4: Details of Proposed Bus Routes and Number of Passengers Carried Per Day

Percentage of Total Sl. No Types of Bus Proposed Buses** Buses 1 Non AC Midi 40.3 56 2 Semi Low Floor Non AC Standard Bus 59.7 83 Total Buses Required 100.0 139 Source: Consultant Analysis Note: ** After considering additional 5% for break down

3.8 BUS SPECIFICATIONS

Bus specifications will be as per ‘Urban Bus Specifications – II’ issued by the Ministry of Urban Development, Government of India and prevailing Central Motor Vehicle Rules (CMVR). It shall be designed to carry passengers with ease of boarding and alighting especially for women, children, senior citizen and physically challenged person. The bus design would be ecofriendly,

JHANSI CITY PROPOSED OPERATION PLAN

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energy efficient, safe and comfortable with exhaust emissions conforming to Bharat Stage – III/IV (whichever applicable) norms. To ensure compliance, type approval certificate from approved test agency under CMVR has been made necessary for the complete bus.

3.9 CONTRACTING MECHANISM FOR OPERATION & MAINTENANCE OF BUSES (PUBLIC/PRIVATE)

Buses are proposed to be operated and maintained on Public-Private Partnership (PPP) mode as per service quality parameters laid out by the SPV.

Buses would be operated on “Net Cost Model” wherein the bus services would be outsourced based on operators being required to pay “License Fee” to the SPV. In this system, the bus operator, in addition to operating and maintaining buses as in the per km scheme, shall also collect fare revenues and pay certain license fee to the SPV. For financial sustainability, the bus operators would be given 100% advertisement rights and the right to issue monthly bus-passes. Although this system is simple to operate and manage with full responsibility of providing specified quality services and financing resting with the bus operator, it is fraught with the problem of providing integrated ticketing, distribution of certain common revenues and expenses discussed in earlier scheme. In addition, this system is liable to rash driving practices and consequentially proves to be a safety hazard due to excessive competition amongst bus providers for picking up more and more passengers. While there is no problem of revenue leakage in this system, the SPV is fully deprived of the vital travel/operational informationdata required for planning, monitoring, controlling and upgrading the public transport system. Although, IT based technology solutions may possibly mitigate the said problem to some extent.

JHANSI CITY PROPOSED OPERATION PLAN Chapter 4: Financial Resources Plan

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4.

4.1 CAPITAL COST

The capital cost of the SPV has been classified into various categories and the corresponding cost components are presented in Table 4-1 to Table 4-3 along with the DPR Consultancy Cost.

Table 4-1: Bus Fleet Cost (A)

STANDARD MIDI TOTAL 1 2 3 4 5 6 7 Total Total Particulars Non AC Sub- Total Sub- Total Non AC Number of Cost Std Bus No No Cost Cost (1*2) Midi Bus Buses (3+6) (4*5) (2+5) A. Basic Cost*(Rs. in 42.65 83 3540.03 18.77 56 1051.12 139 4591.15 Lakhs) B. Taxes and Duties (State and 6.18 83 513.30 2.72 56 152.41 139 665.72 City taxes)** (Rs. in Lakhs) C. TOTAL COST (A+B) including 48.84 83 4053.33 21.49 56 1203.53 139 5256.86 Taxes and Duties (Rs. in Lakhs) Note: 1. Col No 2, 5- Number of buses includes 5% additional reserve fleet 2. * This cost includes the central excise duty @12.125% and cess @3%. 3. ** This includes the VAT amount including [email protected]% to be reimbursed by the State to the SPV. Support Infrastructure

Table 4-2: Depot, Terminals & Bus Q Shelters Cost (B)

Unit Cost Cost Item Number (Rs. in Lakhs) (Rs. in Lakhs) Depot Up-gradation - - - New Depot Development 1 200 200 Terminal Up-gradation - - - New Terminal Development 1 50 50 Bus Q-Shelters Up-gradation - - - New Bus Q-Shelters Development 110 10 1,100 TOTAL COST 1,350

JHANSI CITY FINANCIAL RESOURCES PLAN

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Table 4-3: ITS Facilities Cost (C)

Unit Cost Cost Sl. No Item Number (Rs.) (Rs. in Lakhs) 1 GPS Unit in Bus (1 no per Bus) 139 15,000 20.85 LED Display Board in Bus 2 139 x 2 = 278 50,000 139.00 (2 nos per Bus) LED Display Board at Bus 3 111 70,000 77.70 Terminus/Shelters 4 LED Display Board at Bus Depots 1 150,000 1.50 5 Central Control Room 1 1,000,000 10.00 Electronic Ticketing Machine 5 139 15,000 20.85 (1 no per Bus) TOTAL COST 269.90

DPR Consultancy Cost including Service Tax = Rs. 50.22 Lakhs (D) Total Capital Expenditure (A+B+C+D) = 5256.86 + 1350.00 + 269.90 + 50.22 = Rs. 6926.99 Lakhs

4.2 FUNDING PATTERN

As the project comes under the eligible components of JnNURM Scheme, it is eligible for grant covering 80 percent of the project cost from the Central Govt.

Resource Mobilization

The funding of the said capital requirement (excluding State taxes on the invoice of buses) is proposed to be made partly by each of State Government (20 percent) and the Govt. of India (80 percent) as per the JnNURM guidelines. The State taxes namely the VAT amount (including surcharge) @ 14.5 percent on the cost of buses would be reimbursed by the State Government to the SPV. Therefore, contribution from various sources in total fund required is summarrised in Table 4-4.

Table 4-4: Contribution from Various Sources

Percentage of Project Percentage of Total Project Cost Source Cost excluding State Total Project (Rs. in Lakhs) Taxes on Buses Cost JnNURM GoI ACA 80 5,009.02 72 Govt. of State 20 1,252.25 18 SPV State and City taxes* 665.72 10 TOTAL 100 6,926.99 100 Note: *to be reimbursed to SPV by the State Govt.

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4.3 FINANCIAL SUSTAINABILITY 4.3.1 Assumptions for Financial Analysis A) Capital Expenditure Requirements: The capital costs were calculated considering 5% additional fleet/reserve fleet for breakdown and/maintenance situations. B) Basic Assumptions: The financial year 2013-14 is considered as base year for the financial analysis. The basic assumptions made for the financial analysis are as given in Table 4-5.

Table 4-5: Basic Assumptions for Financial Analysis

Item/Component Assumed Value Diesel Price Increase per annum 5% Cost Price Index (CPI) 7% Number of Effective Operation Days in a Year 365 Avg Vehicle Utilization of Fleet (km/ day) 200 Book Depreciation 10% Life of a Bus (SLM)(years) 10 Share of Ticketed Passengers 100% Share of Smart Card + Pass Holders Nil Discount for Pass Holders 10% Other expenditure +Contingency 10% Advertisement Rights (per bus per month)-Midi/Mini Bus (Rs.) 6,600 Advertisement Rights for Bus Q Shelter (Rs. per shelter per month) 8,000

C) Passenger and Fare Information: Details about passenger travel patterns, vehicle utilization rates, load factors, etc. are based on the Primary survey conducted by the Consultants in IPT stands across the City as shown in Table 4-6. The percentage share of daily passengers travelling in different distance slabs in 2014.

Table 4-6: Daily Passengers for Different Distance Slabs in 2014

Percentage Share Distance Slab (km) Passengers Per Day of Daily Passengers 0-3 45,192 34.4 3-5 28,208 21.5 5-10 35,955 27.3 10-15 8,244 6.3 15-20 2,483 1.9 >20 11,422 8.7 131,503 100

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Daily passenger projections for the future years on the six (6) proposed bus routes have been calculated. The year wise projected bus passengers for different routes are presented in Table 4-7.

Table 4-7: Future Year Projected Passengers per Day for Different Routes

Route Length Route Name 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 ID (km)

Kocharbawar to Route 1 12.3 6,458 6,651 6,851 7,056 7,268 7,450 7,636 7,827 8,022 8,223 Nandanpura

Rail Station to Route 2 11.7 34,176 35,202 36,258 37,345 38,466 39,427 40,413 41,423 42,459 43,520 Rail Station

Nagra to Medical Route 3 13.5 14,415 14,848 15,293 15,752 16,224 16,630 17,046 17,472 17,909 18,357 College

Route 4 Datia to Babina 39 22,086 22,748 23,431 24,134 24,858 25,479 26,116 26,769 27,438 28,124

Route 5 Datia to Orcha 20 14,259 14,687 15,128 15,581 16,049 16,450 16,861 17,283 17,715 18,158

Raksha to Route 6 20.5 40,109 41,312 42,551 43,828 45,143 46,271 47,428 48,614 49,829 51,075 Medical College

Total 131,503 135,448 139,511 143,697 148,008 151,708 155,501 159,388 163,373 167,457

The load factor for buses was assumed as 70% after considering 365 days as the effective operation period for buses. The average vehicle utilization is taken as 200 km per day. The average length per bus trip (one way) is 40 km and average number of daily trips (one-way) performed by a bus around five (5).

The proposed fare structure for the Non AC buses is given in Table 4-8.

Table 4-8: Assumed Fare Structure in 2014

Sl. No Distance (in km) Fare (in Rs.) 1 0-3 5 2 3-5 8 3 5-10 14 4 10-15 17 5 15-20 20 6 20-25 20 Source: UPSRTC

The fare is assumed to increase annually @ 3.6 percent, based on operating cost charges, mainly fuel and man power cost.

JHANSI CITY FINANCIAL RESOURCES PLAN

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4.3.2 Outcomes of Financial Analysis (Profit – Loss/IRR/Viability Gap Funding Required The revenue to be collected from the bus fares and from advertisements in buses and bus Q shelters is given in Table 4-9.

The operating expenditure for the buses is calculated considering fuel cost, depreciation cost, manpower/operation staff cost including administrative staff cost, annual maintenance cost, statutory expenses (insurance, Motor Vehicle Inspection (MVI) charge, washing of buses at the parking, permit renewal, road tax, stand fees/one time application fee, registration fees etc.) and other expenses (electric charge, GPS rental etc.) including 10 percent contingency. Table 4-10 presents the year-wise operating expenditure for the buses.

Table 4-9: Estimated Revenue

(Rs. in Lakhs) Sources of Revenue 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023

Revenue from Ticket Sales 5,012 5,381 5,652 6,233 6,511 7,003 7,273 7,712 8,501 8,714 Revenue from Multi------Journey Tickets Advertisement Revenues 105 112 120 128 137 147 157 168 180 192 (Bus) Advertisement Revenues 106 113 121 129 138 148 158 170 181 194 (BQS-all) Total - Revenue 5,222 5,606 5,892 6,491 6,787 7,298 7,589 8,050 8,863 9,100

Table 4-10: Operating Expenditure

(Rs. in Lakhs) Operating Expenditure 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023

Fuel 1,294 1,359 1,427 1,498 1,573 1,652 1,735 1,821 1,912 2,008

Manpower Cost 789 844 903 966 1,034 1,106 1,184 1,267 1,355 1,450

Annual Maintenance Cost 539 580 735 852 956 1,048 1,127 1,223 1,323 1,432 Statutory Expenses & Other 370 370 370 370 370 370 370 370 370 370 Expenses Other Expenses + Contingency 299 315 344 369 393 418 442 468 496 526

Depreciation 693 693 693 693 693 693 693 693 693 693

Total - Expenditure 3,984 4,162 4,471 4,748 5,020 5,287 5,550 5,842 6,150 6,479 Net Operating Income (Revenue-Expenditure excl 1,931 2,137 2,114 2,435 2,460 2,703 2,731 2,900 3,405 3,314 Depreciation)

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The project FIRR works out to be 31.01 percent and the Net Present Value (NPV) at a 12 percent discount rate was estimated to be Rs. 6,267.88 lakhs. The minimum rate of return generally accepted for financial viability of transport infrastructure projects in India is 12 percent. Since the estimated rate of return is above the 12 percent cut-off rate, the project is considered to be financially viable. The net cash flow statement until the year 2023 is given in Table 4-11.

Table 4-11: Net Cash flow Statement

Rs. in Lakhs 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 Capital 6,927 Expenditure Total Revenue 5,222 5,606 5,892 6,491 6,787 7,298 7,589 8,050 8,863 9,100 Operating Cost 3,291 3,469 3,779 4,055 4,327 4,594 4,857 5,149 5,457 5,786 Net Cash Flow -6927 1,931 2,137 2,114 2,435 2,460 2,703 2,731 2,900 3,405 3,314 Project FIRR 31.01% NPV @ 12% 6,267.88 (in Rs. Lakhs)

4.3.3 Steps for Financial Sustainability of Operation and Maintenance Ability to recover cost of operations from fares depends on a number of factors such as availability of competing modes of transportation, quality and coverage of the network, population density, presence of feeder network and last mile coverage. Fare-box revenue is likely to be the major source of income for city bus project and it is critical to set fares at a suitable level to ensure at least recovery of costs.

Advertisement revenue: The rolling stock is an excellent medium for advertising. In addition, stations, en-route stops and the corridor also provide ample space for advertisements. These rights may be sold based on a fixed fee or even on revenue sharing basis. The inherent risk under both methods is quite different. In a booming economy, the up-side potential from revenue sharing may be quite high while rates may drop-off precipitously during a downturn. These rights may also be renewed periodically so that the best option may be chosen depending upon the scenario and competition for the space.

License fee from business activities: City bus projects can give rise to a number of business activities. These include development and management of parking areas around stations, food stalls, bookstores, banking services such as ATMs etc. Such location-based economic rent can be suitably captured by auctioning the right to use the facility among competing private parties.

Real estate development rights: The right to develop property at certain points along the

JHANSI CITY FINANCIAL RESOURCES PLAN

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corridor and at the stations may be bundled with the City bus project to make it viable. However, it depends on availability of government land along the corridor. Further, the potential depends upon the demand for commercial real estate in different parts of the City.

In order to make the urban bus services more financially sound and self-sustainable, various financial innitiatives are recommended which are as follows:

A dedicated transport fund that could help in ensuring operational sustainability of public transport system in urban areas.

The passenger fare could be allowed to be regularly adjusted according to increase in the input cost from time to time.

Imposing of additional property taxes on the properties near public transport access points like stations and terminals.

Higher FSI and Transferable Development Rights (TDR) on terminals and depots

Advertisement revenue from buses, bus stops, terminals etc.

Increased road tax on private vehicles

Development of bus terminals through private sector participation

Involvement of private sector in the operation and maintenance of buses and other infrastructure/facilities.

Waive-off VAT (14.5 percent of the cost of the bus), Special Road Tax 0.8 percent quarterly of Chassis Cost and Road Tax 1.0 percent per year on Chassis Cost imposed by the state government on city buses.

JHANSI CITY FINANCIAL RESOURCES PLAN Chapter 5: Urban Transport Reforms

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5. 1

5.1 ABOUT

The Ministry of Urban Development (MoUD) Scheme for purchase of buses comes with the condition that certain mandatory reforms be adopted by cities that are crucial for their long- term sustainable development and ensuring their seamless mobility.

5.2 INSTRUCTIONS AND DISCLAIMERS

Not applicable

5.3 SPECIAL PURPOSE VEHICLE/"COST CENTRE" UNDER THE SRTC

One of the requirements under the MoUD Scheme is that a separate Special Purpose Vehicle (SPV) should be established to manage and oversee bus operations, especially for cities with population more than 1.0 million. The objective behind such an SPV is that policy and planning functions be undertaken by this SPV whereas operations are either be contracted or outsourced by them. This will keep policy and planning functions separate from the operational functions. This in turn shall enable senior management to devote adequate time in handling the policy and planning issues instead of being caught up with day-to-day operational issues.

In order to address these objectives, Government of Uttar Pradesh must constitute a company, to be incorporated under the Companies Act, 1956. The objective of this company would be to operate and manage the public transport system of Jhansi and provide differentially priced services, for those who cannot afford higher prices.

A copy of the Article of Association (AoA) of Meerut City Transport Services Limited (MCTSL) is attached in Annexure 5.1 as a sample.

5.3.1 Structure of SPV The composition of the SPV shall be as follows:

Divisional Commissioner, Jhansi Chairman Vice Chairman/Secretary, City Development Authority Director Regional Manager, UPSRTC Director Municipal Commissioner, Nagar Nigam Jhansi Director

Apart from the above, the SPV can hire professionals in the field of Urban Transport, Road

1Copies of Govt. Order / Policy to beattachedin casethe State Govt./City has already proceeded to implement any of the said reforms. JHANSI CITY URBAN TRANSPORT REFORMS

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Engineering, Management, Information Technology and other required disciplines from the market, as and when required.

The management of the company shall be entrusted with the Board of Directors. There shall be members on Board of Directors with Divisional Commissioner Jhansi as its Chairman and a Managing Director/CEO of the company to be nominated by the State Government who has been entitled to exercise all powers for effective management of the new transport system under Public Private Partnership (PPP) model.

5.3.2 Functions of SPV The SPV shall be constituted to perform the following broad functions with respect to city bus system management for the City:

Route and Network Design Finance, construct, operate and maintain city bus system as per the terms of concession. Specification, monitoring of quality of service & emission standards Data collection and management Advise UMTA/EC on fixing/revising fares and fees Selection and implementation of technologies Marketing & Educating the public about the City bus system

5.4 UNIFIED METROPOLITAN TRANSPORT AUTHORITY (UMTA)

The National Urban Transport Policy (NUTP, 2006) has recommended setting up of Unified Metropolitan Transport Authority (UMTA) in all million plus cities. The NUTP (2006) envisages that UMTA shall facilitate more coordinated planning and implementation of urban transport programs & projects and integrated management of urban transport systems. Government of Uttar Pradesh has set up an UMTA for coordinating, planning & implementation of urban transport programs and projects at state level.

A copy of the Executive order (Karyalaya Gyap sankhya 4991/9/5/2010-83S/09TC) for formation of State Level Unified Metropolitan Transport Authority (UMTA) under Government of Uttar Pradesh is attached in Annexure 5.2 for reference purposes.

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5.4.1 Composition of UMTA 1) Chief Secretary, Uttar Pradesh as Chairman 2) Principal Secretary, Urban Development 3) Principal Secretary, Transport 4) Principal Secretary, Public Works Department 5) Managing Director, UPSRTC. 6) State Transport Commissioner, Uttar Pradesh 7) Vice Chairman, Development Authority 8) Municipal Commissioner, Municipal Corporation 9) Chief Town and Country Planner, Uttar Pradesh 10) Senior Superintendent of Police/Superintendent of Police 11) General Manager, Indian Railways (Railway Unit) 12) Member Secretary, Uttar Pradesh State Pollution Control Board 13) Executive Officer, Nagar Pallika Parishad 14) Two experts in Urban Transportation (to be nominated by Government) 15) Any other person nominated by Government

5.4.2 Functions of UMTA a) To merge the Policy and Planning for making Urban Transport in Mission Cities more capable and self-sustaining b) To identify various Schemes and Projects in order to strengthen the Urban Transport and direct the concerned authorities for their timely implementation c) To provide a common platform for various departments under Urban Transport and bring coordination among them in order to strengthen the City Transport Services d) To integrate and consolidate all action plans of various departments & transportation policies & measures e) To ensure effective coordination & implementation of various traffic & transportation measures undertaken by various department f) To formulate fare policy regarding operation of city transport services g) To formulate policy for funding arrangement w.r.t Public Transport h) To establish the Urban Transport Fund (UTF) with earmarking its sources of finance and funding along with policy formulation on its spending areas i) To effectively strategise the commercial utilisation of land and area allocated for development of bus depots, terminals and bus shelters/stops

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j) To discuss and consult various stakeholder organisations associated with Urban Transport and provide directions on related issues k) To integrate suggestions from Managing Director UPSRTC regarding operation of Urban Transport services from time to time

5.5 URBAN TRANSPORT FUND

As per the guidelines of NUTP, an Urban Transport Fund (UTF) is desired to be set up to sustain and expand the transit operations and to develop the transit infrastructure. Cities and towns are generators of national wealth. There is a growing recognition that the resources needed for urban development would be generated inside the ur.ban economies by use of principles like "beneficiaries pay", "users pay" and "polluters pay". In this regard, it is proposed to use additional 2.0 percent Stamp Duty levied by Stamp Duty and Registration Department. After deducing 4.0 percent of the Duty received in Financial Year for Additional Expenditure and 4.0 percent for Collective Expenditure, the remaining amount will be distributed among Housing and Urban Planning Department and Urban Development Departments in the following manner:

Table 5-1: Distribution of Additional 2.0% Stamp Duty to Various Authorities

Dedicated Special Area Housing and Municipal Corporation/Authority/Council Urban Transport Development Development Corporation (As present) Fund (%) Authority (%) Board (%) (%)

Development Council, Housing 0.5 0.5 0.25 0.75 Board, Municipal Corporation

Development Authority + 0.5 0.75 - 0.75 Municipal Corporation

Housing Development Board + 0.5 - 0.75 0.75 Municipal Corporation

Development Authority + Housing 0.5 0.75 0.75 - Development Board

Development Authority 0.5 1.5 - -

Housing Development Board 0.5 - 1.5 -

Municipal Corporation 0.5 - - 1.5 Source: Government of Uttar Pradesh It can be seen that 25.0 percent of the Duties collected (after deducting 8.0 percent for expenditure) is allocated to Urban Transport Fund in all scenarios/situations. It is to be shown under separate head in the Budget allocation by Finance department (as per Annexure 5-3). JHANSI CITY URBAN TRANSPORT REFORMS

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The salient features of ‘Uttar Pradesh Dedicated Urban Transport Fund (DUTF) Rules 2013’ are presented in Table 5-2:

Table 5-2: Salient features of ‘Uttar Pradesh Dedicated Urban Transport Fund (DUTF) Rules 2013’

Rule Number Rule Description

Rule-3: 1) There shall be created a Dedicated Urban Transport Fund at State Level to Creation of fund the Urban Transport Initiatives Dedicated Urban 2) The Fund may be utilised for improvement of public transport, pedestrian Transport Fund facilities, parking infrastructure, and capacity building

There is already constituted in the state a state level Authority known as Rule-4: Unified Metropolitan Transport Authority (UMTA) for execution, Authority for management, and planning of projects under Urban transport. This authority Execution shall prepare guidelines, specifications, priorities and shall determine relevant parameters to utilise the fund created under Rule-3 The Authority shall perform the following functions, regarding the fund, namely: a) To identify local needs and objectives of the urban transport within the framework of national and state level objectives. b) To list the amenities and necessities of transport services in the urban areas. c) To determine policies, programs and priorities regarding public transport in the city. d) To monitor, evaluate and review the progress and proper utilization of the fund. e) To make suggestions and recommendations regarding generation Rule-5: of resources to support urban transport system and augmentation Functions of the and maintenance of qualitative services. Authority f) To make suggestions and recommendation regarding raising of loans, floating of bonds and debenture and other sources of finance for development of urban transport services. g) To explore possibilities and encourage the outsourcing of urban transport. h) To find out viabilities for funding from the dedicated urban transport fund and to submit to the State Government for approval. i) To allocate funds to bridge the gaps of expenditure for operation and maintenance of vehicles of urban transport j) Any other functions which may be entrusted by the State Government

Rule-6: a) The meeting of the Authority regarding the fund shall be held at Meeting of the least three times in every year at the place on such date and time Authority as may be fixed by the Chairperson.

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Rule Number Rule Description

b) The Chairperson of the Authority may whenever he thinks fit may call a meeting of the authority. c) The Authority may invite experts to attend its meeting The money from following heads shall be transferred to the fund- Rule-11: a) 0.25% additional tax of every accounting unit of fuel Sources of b) 0.5% amount of 2% additional stamp duty levied on deeds of Funds/Funding transfer of immovable property situated within the city c) Other sources notified by the State Government from time to time The fund shall be utilized for the following purposes: a) Viability gap funding for urban transport projects, including infrastructure etc. recommended/approved under various state/central schemes duly considered by the authority. b) Budgetary support to various special purpose vehicles and institutions of the state working on urban transport projects. c) Studies, project report pertaining to urban transport as considered by the authority. Rule-13: d) Fees/remunerations towards appointment of professionals in the Utilization of Funds/allotment of authority or urban transport directorate for the purpose of Fund management the fund. e) Secretarial and administrative expenses of the authority of the urban transport directorate or of the fund. f) Capacity building, orientation, training and tour programs for institutions/resources/professionals in the field of Urban Transport. g) Sponsoring seminars, conferences, meeting and programs for promoting of Urban Transport h) Any expenses related in the field of Urban Transport i) Any expenses related to Urban Transport duly ratified the authority

Rule-16: The Authority shall monitor the physical and financial progress of the works or Monitoring of activities for which the fund was released/ allotted. Fund

Rule-17: It shall mandatory to submit utilization certificate before the authority by the Utilization beneficiaries within stipulated time in such form as may be prescribed. certificate

A copy of the Government of Uttar Pradesh Notification (/IX-5-2013-83sa/2009) is attached in Annexure 5.4 for reference purposes.

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5.6 ADVERTISEMENT POLICY

In the current scenario, there is potential for marketing of various consumer products and other commodities. Hence, the advertisement campaigns with many innovative features have assumed importance.

Source: Uttar Pradesh State Road Transport Corporation (UPSRTC)

Figure 5-1: Space Usage Rates of UPSRTC

JHANSI CITY URBAN TRANSPORT REFORMS

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5.6.1 Outdoor Advertisement and Road Safety Criteria Some of the Outdoor Advertisement and Road Safety Criteria adopted for New Okhla Industrial Development Authority (NOIDA) are presented below and in absence of any such rules for Jhansi City.

Some of the road safety rules, which need to be adhered to, are listed below. A Large Format Advertising (LFA) should not:

Interfere with the effectiveness of traffic control device (e.g. traffic light, stop sign). Distract the driver at a critical time (e.g. making a decision at the intersection). Obscure a driver’s view of a road hazard (e.g. at corners of the road). Be situated at locations where the demands on drivers’ concentration due to road conditions are high such as at major intersections or merging and diverging lanes. Be a dangerous obstruction to other infrastructure, traffic, pedestrians, cyclists or other road users.

Accordingly, the Agency should clearly identify the location of LFA on the site plan. The site plan should include immediate environment, clearly demarcating the physical traits of the area, showing to scale road widths, clear zone, surrounding building line, entry and exit of building sites, parking areas, any other traffic or government sign, traffic light, intersections, drains, etc. A photographic survey shall be submitted along with the drawings for better understanding of the location.

Lateral Placement

The LFA device shall be located beyond a clear zone as per IRC rules - IRC: 46-1972.

LFA should not be permitted:

In medians On traffic islands and where carriage ways diverge On footpaths Where footpath does not exist, advertisement device should not be permitted within 3 m of existing carriage way of the road. Where footpath exists, the advertising device shall be permitted 3 m after the footpath as measured from outer edge of the footpath. On roads where service road/lane exists, the advertising device shall not be permitted within 1.5 m from the outer edge of the services road/lane.

JHANSI CITY URBAN TRANSPORT REFORMS

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Attachment of an LFA device to overhead infrastructure controlled by the Authority may be permitted subject to the following permission criteria.

On roads where the overhead transport structure (e.g. Road overpass or pedestrian bridge) and the road ‘intersect’ at right angles, the LFA device is going to be visible to the vehicular traffic. The Jhansi City may permit the installation of device provided it is not a traffic hazard and does not over power the visual environment. The advertising device may only be installed directly above the traffic at which the advertising device is directed. In situations where the overhead transport structure of the traversed road is curved or does not ‘intersect’ at right angles, the position of the installation shall be determined by the Jhansi City. Advertising Devices shall be in accordance with any relevant advertising management plan and/or town planning requirements.

Where an intersecting road under the control of other corporation, authority etc. is separated from an Authority-controlled road by an overhead structure, local authority/ corporation must consult with the City of Jhansi to ensure the interest of each party (i.e. relevant corporation/ authority) are preserved.

Longitudinal Placement

Advertisements shall not be permitted:

In any such form as will obstruct the path of pedestrians and hinder their visibility at crossings In any manner and at such places as to obstruct or interfere with the visibility of approaching, merging or intersecting traffic

Other important parameters

The other important parameters while considering the location of these LFA devices are mentioned below, which have to be followed to ensure the device to be Hazard Free for smooth flow of traffic:

The minimum distance between two LFA devices on the same side of the road/ alignment shall not be less than 100 m. this distance shall be measured from perimeter of the device.

5.6.2 Regulation and Control of Advertisement Compliance and Responsibility

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a) If any advertisement erected, exhibited, fixed or retained on any land and building, is unauthorised and in contravention of this Policy, or provision of the building regulations of Jhansi or any other relevant rule and regulations, such advertisements or hoardings can be removed by the Authority without any notice whatsoever and, expenses incurred in removal of such unauthorized advertisement or hoardings shall be recovered from the concerned Agency. b) The Agency will be responsible for any third party injury and damage caused consequential to the erecting hoarding or during the period of usage of hoarding.

A copy of the Advertisement Policy of Government of Uttar Pradesh is attached in Annexure 5.5 for reference purposes.

5.7 PARKING POLICY

The State of Uttar Pradesh does not have any Parking Policy document for reference, especially for Urban Areas. However, ‘The Uttar Pradesh Municipal Corporation (Construction Maintenance and Operations of Parking Lots) Draft Parking Rules 2013’ is available and attached in Annexure 5-6.

5.8 TRANSIT ORIENTED DEVELOPMENT (TOD) POLICY

There is no Transit Oriented Development (TOD) policy in place for City of Jhansi as of now. However, some discussions and preliminary studies have been carried out in some big cities in UP.

5.9 REGULATORY MECHANISM FOR THE PERIODIC REVISION OF FARES

The Regulatory Mechanism for the Periodic Revision of Fares should be in place irrespective of relationship between the rise in various cost component and fare hike.

Annual Revision of Fares

The applicable base rates shall be revised annually with effect from April 1 each year to reflect the increase in wholesale price index between the week ending on January 31, 2009 and the week ending on or immediately after January 31 of the year in which such revision is undertaken. However, such revision shall be restricted for 60 percent of the increase in wholesale price index.

The formula for determining the maximum fare that shall be determined is given below:

For Stage Carriages:

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Revised Fare = A + (B/C)

Where,

“A” is the existing fare; “B” Stands for Increase in operating cost per km; ‘C” stands for number of passengers as per average load factor

Based on proposed journey length, five distance slabs are proposed and fare structure is presented in Table 5-3.

Table 5-3: Proposed Fare Structure for Non-AC Buses (2014)

Sl. No Distance (in km) Fare (in Rs.)

1 0-3 5

2 3-5 8

3 5-10 14

4 10-15 17

5 15-20 20

6 20-25 20 Source: Consultant

5.10 WAIVER OF TAXES

State Taxes and Duties on Public Transport

As of now, various taxes imposed on the public transport operation are as follows:

Value Added Tax (VAT): 12.5% on the cost of the chassis Education Tax: 2% on the cost of the chassis after VAT

As proposed under the reforms of JnNURM, Government of State is committed to exempt/reimburse these taxes so as to make public transport operation more viable. We presume that these Taxes will be exemption for the City of Jhansi.

5.11 PROPOSED TIMELINES FOR REFORMS

The following reforms shall be mandatory in respect of cities with population as given below:

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City Size Reforms (population Urban Fare as per Advertisement Parking TOD Waiver UMTA SPV Transport Revision TIMCC Census Policy Policy Policy of Taxes 2011) Fund Policy 1-10 lakhs N Optional Y Y Y Y N Y Y More than Y Y Y Y Y Y Y Y Y 10 lakhs

The proposed timeline for various reforms such as UMTA, SPV, UTF, Advertisement Policy, Parking Policy etc. are presented in Table 5-4.

Table 5-4: Proposed Timeline for Reforms

Applicable Sl. No Reforms Proposed Timeline (Yes/No) 1 UMTA No UMTA at state level exists 2 SPV/Cost Center Yes Proposed after 6-8 months Under consideration by the State; 3 Urban Transport Fund (UTF) Yes Notification issued 4 Advertisement Policy Yes Proposed after 6-8 months 5 Parking Policy Yes Draft Parking Policy 2013 6 Fare Revision Policy Yes Already exists 7 TOD Policy No Not Applicable 8 TIMCC Yes Proposed after 12 months 9 Waiver of Taxes Yes Proposed Timeline: 8-12 months

JHANSI CITY URBAN TRANSPORT REFORMS Annexure 2.1

Details of Bus Routes for Jhansi Annexure 2.1 Page 1 of 2

Details of Bus Routes for Jhansi Number of Bus Carriage width Route No Route Description Origin Destination Name of Proposed Bus Stop Lanes Length (Km) Stopes (in m) Kochabawar (Engineering College) Medical College Risala Chungi Int. Kochabawar – Medical College – Bus Collectorate Int. Stand – Kacheri Int – Jail Int – Elite Jail Int. Route 1 Kochabawar Nandanpura 20 2-4 7-14 12.3 Int – Rail Station – Sipri – Abash Elite Int. Bikash - Nandapura Rail Station Sipri Abash Bikash Nandanpura

Rail Station Chitra Int. Circuit House BKD College Rail Station – Chitra Int. – BKD Int. – Atia Tal, school Khandrao Gate – Kotoali – Minarva Khangerao gate Route 2 cross – Govind Int. – kacheri Int. – Rail Station Rail station 30 Minarva (Hospital) 2-4 7-14 11.7 Jail Int. – Allahabad bank Int. – Rail Swami Vivekananda College Station Collectorate Int. Jail Int. Allahabad Int Civil line Betwa Nursery

Nagra Garia Phatak Chitra Int. Garia Phatak – Chitra Int. – Elite Int. Elite Int. Route 3 Nagra Medical College 14 2-4 7-14 13.48 – Bus Stand – Medical College. Jail Int. Collectorate Int. Risala Chungi Int. Medical College Annexure 2.1 Page 2 of 2

Number of Bus Carriage width Route No Route Description Origin Destination Name of Proposed Bus Stop Lanes Length (Km) Stopes (in m) Ambabai Karari Simargah Polytechnic CP Mission Comp Ayurvedic college Sudh Colony Elite Int. Route 4 Datia to Babina(Outside main City) Ambabai Bhel Area 34 Jail Int. 2-4 7-14 39.03 GPO Int. Sacred Heart Church Hatti Ground Hasari Bus Depot Hasari Power Station Bijauli Industrial Area Khailar BHEL Area

Ambabai Karari Simargah Polytechnic CP Mission Comp Ayurvedic college Route 5 Datia to Orcha (MP) Ambabai Baghabanpura 8 2-4 7-14 20 Sudh Colony Elite Int. Jail Int. Collectorate Int. Risala Chungi Int. Baghabanpura

Raksha Nandanpura Sipri Chitra Int. Railway Stn Route 6 Raksha to Medical (Outside the City) Raksha Medical College 4 Allahabad Int 2-4 7-14 20.5 Elite Int. Jail Int. Collectorate Int. Risala Chungi Int. Medical College Annexure 5.1

A Copy of Article of Association (AoA) of Meerut City Transport Services Limited (MCTSL)

Annexure 5.2

A copy of the Executive Order for formation of State Level Unified Metropolitan Transport Authority (UMTA)

Annexure 5.3 A copy of the Government of Uttar Pradesh Notification for UTF(Budget Allocation by Finance Department)

Annexure 5.4 A copy of the Uttar Pradesh Dedicated Urban Transport Fund (DUTF) Rules, 2013

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mRrj izns”k lefiZr uxjh; ifjogu fuf/k fu;ekoyh 2013

1 ¼1½ ;g fu;ekoyh mRrj izns”k lefiZr uxjh; ifjogu fu;ekoyh laf{kIr uke] 2013 dgh tk;sxhA foLrkj vkSj ¼2½ bldk foLrkj lEiw.kZ mRrj izns”k jkT; esa gksxkA izkjEHk ¼3½ ;g xtV esa izdkf”kr gksus ds fnukad ls izo`Rr gksxkA ifjHkk’kk;sa 2 ¼1½ tc rd fo’k; ;k lanHkZ esa dksbZ ckr izfrdwy u gks bl fu;ekoyh essa& ¼d½ **izkf/kdj.k** dk rkRi;Z jkT; ljdkj }kjk xfBr egkuxjh; ifjogu izkf/kdj.k ls gSa ¼[k½ **v/;{k** dk rkRi;Z izkf/kdj.k ds v/;{k ls gSA ¼x½ **fuf/k** dk rkRi;Z fu;e &3 ds vUrxZr l`ftr mRrj izns”k lefiZr uxjh; ifjogu fuf/k ls gSA ¼?k½ **LFkkuh; fudk;** dk rkRi;Z mRrj izns”k esa fLFkr uxj fuxe ] uxj ikfydk ifj’kn ;k uxj iapk;r ls gSA ¼M+½ *lnL;* dk rkRi;Z izkf/kdj.k ds lnL; ls gSA ¼p½ **ifjogu** dk rkRi;Z cl ;k okgu ;k jkT; ljdkj tu leqnk; ;k LFkkuh; fudk; ;k futh va”knkrk }kjk miyC/k djkbZ xbZ ,rnlEcU/kh lsokvksa ls gSA ¼N½ **uxjh; ifjogu funs”kky; ** dk rkRi;Z jkT; ljdkj }kjk LFkkfir uxjh; ifjogu funs”kky; ls gSa A ¼2½ “kCn vkSj in tks ifjHkkf’kr ugha gS fdUrq uxj fudk; ds vf/kfu;e esa ifjHkkf’kr gS] ds ogh vFkZ gksxs tks muds fy, vf/kfu;e esa leuqnsf”kr fd;s x;s gSa A lefiZr uxjh; 3 ¼1½ uxjh; ifjogu ds lw=ikr ds foRr iks’k.k ds fy, jkT; Lrj ifjogu fuf/k dk ij lefiZr uxjh; ifjogu fuf/k dk l`tu fd;k tk;sxkA l`tu ¼2½ fuf/k dk mi;ksx yksd ifjogu esa lq/kkj] in;k=h lqfo/kkvksa] ikfdZx volajpuk vkSj {kerk fuekZ.k ds fy, fd;k tk ldsxkA fdz;kUo;u ds 4 uxjh; ifjogu ds vUrxZr fdz;kUo;u ] izcU/ku vkSj ;kstukvksa ds fy, izkf/kdkjh fu;kstu ds fy, jkT; esa jkT; Lrjh; izkf/kdj.k dk iwoZ ls gh xBu fd;k x;k gSaA ftls ,dhd`r egkuxjh; ifjogu izkf/kdj.k ds :i esa tkuk tkrk gSA ;g izkf/kdj.k fn”kk funsZ”k] fof”k’V;kW ] izkFkfedrk;sa rS;kj djsxk vkSj fu;e 3 ds v/khu l`ftr fuf/k ds mi;ksx ds lqlaxr ekud fu/kkZfjr djsxkA izkf/kdj.k ds 5 izkf/kdj.k fuf/k ds lEcU/k esa fuEufyf[kr d`R;ksa dk lEiknu d`R; djsxk] vFkkZr& ¼d½ jk’Vªh; vkSj jkT; ;kstuk ds ko vkSj laLrqfr;kW nsukA ¼p½ uxjh; ifjogu lsokvksa ds fodkl ds fy, _.k izkIr djus] cU/k i= vkSj fMosapj tkjh djus rFkk foRr ds vU; Jksrks ds lEcU/k eas lq>ko vkSj laLrqfr;kW nsukA ¼N½ uxjh; ifjogu dh lEHkkO;rkvksa dh [kkst djuk vkSj okg~; lzksr dks izksRlkfgr djukA ¼t½ lefiZr uxjh; ifjogu fuf/k ls foRr Ikks’k.k ds fy, {kerk dk irk yxkuk vkSj vuqeksnu ds fy, jkT; ljdkj dks izLrqr djukA ¼>½ uxjh; ifjogu ds okguksa ds lapkyu vkSj vuqj{k.k ds O;; ds vUrj dks de djus ;k lekIr djus ds fy, fuf/k fu;r djukA ¼¥½ dksbZ vU; d`R; tks jkT; ljdkj }kjk lkSisa tk;A izkf/kdj.k dh 6 ¼1½ fuf/k ds lEcU/k esa izkf/kdj.k dh cSBd izfro’kZ de ls de rhu cSBd ckj ,sls LFkku ij ,sls fnukad dks vkSj ,sls le; ij vk;ksftr dh tk;sxh tSlk v/;{k }kjk fu;r fd;s tk;A ¼2½ izkf/kdj.k dk v/;{k tc og mfpr le>s] izkf/kdj.k dh cSBd cqyk ldrk gSa A ¼3½ izkf/kdj.k viuh cSBd esa mifLFkr gksus ds fy, fo”ks’kKksa dks vkeaf=r dj ldsxkA x.kiwfrZ 7 izkf/kdj.k dh cSBd eas rc rd dksbZ dk;Z lEikfnr fd;k tk;sxk tc rd fd lEiw.kZ cSBd rd izkf/kdj.k ds dqy lnL; dh de ls de ,d frgkbZ la[;k mifLFkr u jgsaA cSBd dh lwpuk 8 cSBd esa fopkjkFkZ fo’k;ksa dh dk;Zlwph izkf/kdj.k ds izR;sd lnL; dks Hksth tk;sxhA cSBd eas fu.kZ; 9 ¼1½ izkf/kdj.k }kjk fopkjkFkZ vkSj fu.kZ; ds fy, visf{kr leLr fo’k; cSBd eas mifLFkr lnL;ksa ds cgqer }kjk vo/kkfjr fd, tk;sxsA ¼2½ dk;Z dh vko”;drkvksa dks ns[krs gq, izkf/kdj.k dk;Z lwph ds ifjpkyu }kjk fu.kZ; ys ldsxkA dk;Zokfg;ksa dh 10 ¼1½ lfefr dh cSBd eas fiNyh cSBd dh dk;Zokfg;ksa dh iqf’V dh iqf’V rFkk tk;sxhA vuqikyu vk[;k ¼2½ lnL; lfpo fiNyh cSBdksa eas fy, x;s fu.kZ;ksa ij vuqikyu izLrqr fd;k vk[;k izLrqr dj ldsxkA tkuk fuf/k@fofRr 11 fuEufyf[kr enksa ls /kujkf”k fuf/k esa gLrkUrfjr dh tk;sxh& iks’k.k ds lzksr ¼1½ bZ/ku ds izR;sd ys[kk ,dd dk 0-25 izf”kr vfrfjDr dj] ¼2½ uxj eas fLFkr vpy lEifRr;ksa ds gLrkUrj.k foys[kksa ij vjksfir 2 izfr”kr vfrfjDr LVSEi M~;wVh dh 0-5 izfr”kr /kujkf”k] ¼3½ jkT; ljdkj }kjk le; le; ij vf/klwfpr vU; lzksr] fuf/k dk lapkyu 12 ¼1½ fuf/k dk lapkyu vkSj izcU/ku uxjh; ifjogu funs”kky; }kjk vkSj izcU/ku fd;k tk;sxkA ¼2½ jkT; ljdkj }kjk bl fufeRr ;Fkk fof/k izkf/kd`r uxjh; ifjogu funs”kky; ds fdgha nks vf/kdkfj;ksa ds psd ij gLrk{kj ds flok; fuf/k ls /kujkf”k dk Hkqxrku ugh fd;k tk;xk vFkok /kujkf”k bZ&Hkqxrku }kjk gLrkUrfjr dh tk;sxhA fuf/k dh 13 fuf/k fuEufyf[kr iz;kstuksa ds fy, mi;ksx dh tk;sxh& mi;ksfxrk@fuf/k ¼1½ izkf/kdj.k }kjk lqfopkfjr fofHkUu jkT;@dsUnzh; ;kstukvks ds dh vko.Vu vUrxZr laLrqr@vuqeksfnr volajpuk lfgr uxjh; ifjogu ifj;stukvksa ds fy, {kerk vUrj dk foRr iks’k.k] ¼2½ fofHkUu Lis”ky ijit osfgfdy vkSj uxjh; ifjogu ifj;kstukvksa ij dk;Z dj jgh laLFkkvksa dks ctVh; lgk;rk] ¼3½ uxjh; ifjogu ls lEcfU/kr v/;;u] ifj;kstuk izfrosnu tSlk izkf/kdj.k }kjk fopkj fd;k tk;A ¼4½ izkf/kdj.k ;k uxjh; ifjogu funs”kky; esa fuf/k ds izcU/ku ds iz;kstu ds fy, fo”ks’kK dh fu;qfDr ds fufeRr “kqYd ;k ikfjJfed] ¼5½ izkf/kdj.k ;k uxjh; ifjogu funs”kky; ;k fuf/k ds lfpyh; vkSj iz”kkldh; O;;] ¼6½ uxjh; ifjogu ds {ks= dh laLFkkvksa ] lzksrksa vkSj fo”ks’kKksa ds fy, {kerk fodkl] vfHkLFkkiu] izf”k{k.k vkSj Hkze.k dk;Zdze] ¼7½ uxj ifjogu dh izksUu;u ds fy, laxks’Bh ] lEesyu] cSBd vkSj dk;Zdzeksa dk iz;kstu] ¼8½ uxjh; ifjogu ds {ks=ksa eas izn”kZu ifj;kstu;sa] ¼9½ izkf/kdj.k }kjk ;Fkkfof/k vuqlefFkZr uxjh; ifjogu ls lEcfU/kr dksbZ O;;]

ys[kk vkSj 14 ¼1½ lnL; lfpo leqfpr ys[kk vkSj lqlaxr vfHkys[kksa dsk vuqjf{kr ys[kkijh{kk j[ksxk vkSj ,d okf’kZd ys[kk fooj.k rs;kj djk;saxkA ¼2½ fuf/k ds ys[kksa dh ys[kkijh{kk egkys[kkdkj mRrj izns”k vFkok muds }kjk bl fufeRr izkf/kd`r fdlh vU; vf/kdkjh }kjk ,sls vUrjkyksa ij dh tk;sxh tSlk fd jkT; ljdkj }kjk fofufnZ’V fd;k tk;A okf’kZd izfrosnu 15 izkf/kdj.k o’kZ ds nkSjku vius fdz;kdykiksa dk okf’kZd izfrosnu rS;kj djsxk vkSj mldh izfr;ksa dks jkT; ljdkj dks vxzlkfjr djsxkA fuf/k dk 16 izkf/kdj.k mu dk;kZdykiksa ftuds fy, fuf/k [email protected] vuqJo.k dh xbZ gS] dh HkkSfrd ,oa foRrh; izxfr dk vuqJo.k djsxkA mi;ksfxrk izek.k 17 ykHkkfFkZ;ksa }kjk izfrc) le; esa ml izk:Ik ij tSlk fofgr i= fd;k tk;] mi;ksfxrk izek.k i= izkf/kdj.k ds le{k izLrqr djuk vfuok;Z gksxkA la”kks/ku 18 ;g fu;ekoyh izkf/kdj.k ds ijke”kZ ls uxjh; fodkl foHkkx }kjk le; le; ij la”kksf/kr dh tk ldsxhA

vkKk ls

¼lh0oh0 ikyhoky½ izeq[k lfpo

In pursuance of provision of clause (3) of Article 348 of the Constitution, the Governor is pleased to order of publication of the following English translation of Government notification no- /IX-5- 2013-83sa/2009 , Dated September ,2013 for general information.

GOVERNMENT OF UTTAR PRADESH Urban Development Section-5 No /IX-5-2013-83sa/2009 Dated Lucknow, September, 2013

NOTIFICATION

In exercise of the powers under clause (2) of Article 283 of the Constitution of India, the Governor is pleased to make the following Rules.

THE UTTAR PRADESH DEDICATED URBAN TRANSPORT FUND (DUTF) RULES, 2013

sort title, 1 (1) These rules may be Called the Uttar extent and Pradesh Dedicated Urban Transport Fund Commencement Rules, 2013 (2) They extent to the whole of the state of Uttar Pradesh. (3) They shall come into force with effect from the date of their publication in the Gazette.

Definitions 2 (1) In these rules unless there is anything repugnant in the subject or context :- (a) “Authority” means the Unified Metropolitan Transport Authority constituted by the State Government . (b) “Chairperson” means the Chairperson of the Authority (c) “Fund” means the Uttar Pradesh Dedicated urban Transport Fund created under Rules 3 . (d) “Local Body” means the Municipal Corporation, Municipal council or Nagar Panchayat in Uttar Pradesh. (e) “Member” means the member of the authority . (f) “Transport” means the bus or vehicle or services provided by the State or Community , or local body or private partner for the public in this regard. (g) “Urban Transport Directorate” means the Urban Transport Directorate established by the State Government. (2) Words and impressions not defined but defined in the Municipal Act shall have the meanings assigned to them in the Act.

Creation of 3 (1) There shall be created a Dedicated Urban Dedicated urban Transport Fund at State Level to fund the Transport Fund. urban transport initiatives. (2) The Fund may be utilized for improvement of public transport, pedestrian facilities, parking infrastructure and capacity building . Authority for 4 There is already constituted in the state a execution state level Authority known as Unified Metropolitan Transport Authority (UMTA) for execution, management and planning of projects under urban transport . This Authority shall prepare guidelines , specifications, priorities and shall determine relevant parameters to utilize the fund created under rule-3. Functions of the 5 The Authority shall perform the following Authority functions, regarding the fund, namely: (a) to identify local needs and objectives of urban transport with in the frame work of national and state plan objectives . (b) to list the amenities and necessities of transport services in the urban areaes. (c) to determine policies, programs and priorities regarding public transport in the city. (d) to monitor, evaluate and review the progress and proper utilization of the fund. (e) to make suggestions and recommendations regarding generation of resources to support urban transport system and augmentation and maintenance of qualitative services. (f) to make suggestion and recommendation regarding raising of loans, floating of bonds and debenture and other sources of finance for development of urban transport services. (g) to explore possibilities and encourage the outsourcing of urban transport . (h) to find out viabilities for funding from the dedicated urban transport fund and to submit to the State Government for approval. (i) to allocate funds to bridge the gaps of expenditure for operation and maintenance of vehicles of urban transport . (j) any other functions which may be entrusted by the State Government. Meeting of the 6 (1) The meeting of the Authority regarding the Authority fund shall be held at least three times in every year at the place on such date and time as may be fixed by the chairperson. (2) The chairperson of the Authority may when ever he thinks fit may call a meeting of the authority . (3) The Authority may invite experts to attend its meeting. Quorum 7 No business shall be transacted at any meeting unless at least one third of the total number of members there of is present throughout the meeting. Notice of the 8 A list of business to be transacted at the Meeting meeting shall be sent to each member of the Authority.

Decision of the 9 (1) All matters required to be considered and meeting decided by the Authority, shall be determined by a majority of members present at the meeting . (2) Keeping in view exigeneies of the work the Authority may make decision by circulation of the Agenda. Confirmation of 10 (1) The proceeding of the last meeting shall proceedings be confirmed in the meeting of the and Authority. presentation of (2) The member secretary may put up the compliance compliance reports on the decisions in report. last meeting. Sources of 11 The money from following heads shall be Funds/ Funding transferred to the fund- (1) 0.25% additional tax of every accounting unit of fuel. (2) 0.5% amount of 2% additional stamp duty levied on deeds of transfer of immovable property situated within the city. (3) other sources notified by the State Government from time to time.

Operation and 12 (1) Operation and management of the fund management of shall be done by the Urban Transport Fund Directorate (2) Money shall not be paid from the fund except on a cheque signed by any two officers of the Urban Transport Directorate duly authorized by the State Government in this behalf or money shall be transferred by e-payment. Utilization of 13 The fund shall be utilized for the following Funds/allotment purposes: of Fund. (1) Viability gap funding for urban transport projects, including infrastructure etc recommended/ approved under various state/central schemes duly considered by the authority . (2) Budgetary support to various special purpose vehicles and institutions of the state working on urban transport projects. (3) Studies, project report pertaining to urban transport as considered by the authority. (4) Fees/ remunerations towards appointment of professionals in the authority or urban transport directorate for the purpose of management the fund . (5) Secretarial and administrative expenses of the authority of the urban transport directorate or of the fund. (6) Capacity building, orientation, training and tour programs for institutions/ resources/ professionals in the field of Urban Transport. (7) Sponsoring seminars, conferences, meeting and programmes for promoting of Urban Transport. (8) Demonstration projects in the field of Urban Transport . (9) Any expenses related to Urban Transport duly ratified the authority. Account and 14 (1) The member secretary shall maintain Audit. proper accounts and other relevant records and shall cause to be prepared an annual statement of accounts. (2) The account of the fund shall be audited by the Accountant General, Uttar Pradesh or any officer authorized by him in this behalf in such intervals as may be specified by the state Government. Annual Report 15 The Authority shall prepare a Annual Report of its activities during year and copies there of shall be forwarded to the State Government.

Monitoring of 16 The Authority shall monitor the physical Fund and financial progress of the works or activities for which the fund was released /allotted

Utilization 17 It shall be mandatory to submit utilization certificate certificate before the authority by the beneficiaries within stipulated time in such form as may be prescribed.

Amendment 18 These rules may be amended from time to time by Urban Development Department, on the advice of the Authority .

By order

(C.B. Paliwal) Pramukh Sachiv Annexure 5.5 A copy of the Advertisement Policy of Government of Uttar Pradesh - 1 - vkn’kZ mifof/k ¼izLrkfor vkys[k½

mRrj izns’k uxj fuxe vf/kfu;e 1959 ¼mRrj izns’k vf/kfu;e la[;k&2 lu~ 1959½ dh /kkjk 172 dh mi/kkjk ¼2½ ds [k.M+ ¼t½ /kkjk 192] 193] 194] 195] 196] 305] 306 vkSj /kkjk 541 ds [k.M+ ¼41½ vkSj ¼48½ ds v/khu ‘kfDr dk iz;ksx djds uxj fuxe ¼fuxe dk uke½ ftl mifof/k cukus dk izLrko djrk gS] mldk izk:Ik mDr vf/kfu;e dh /kkjk 543 dh vis{kkuqlkj leLr lEcfU/kr O;fDr;ksa dh lwpuk ds fy, vkSj mlds lEcU/k esa vkifRr;ksa vkSj lq>ko vkefU=r djus dh n`f”V ls ,rn~}kjk izdkf’kr djrk gSA izLrkfor mifof/k ds lEcU/k esa vkifRr;ksa vkSj lq>ko ;fn dksbZ gks] uxj vk;qDr uxj fuxe ¼fuxe dk uke½ dks lEcksf/kr djds fyf[kr :Ik ls izsf”kr fd, tkus pkfg,A dsoy mUgha vkifRr;ksa vkSj lq>koksa ij fopkj fd;k tk;sxk tks bl mifof/k ds izdkf’kr gksus ds fnukad ls iUnzg fnu ds Hkhrj izkIr gksrs gS]A laf{kIr uke vkSj 1 ¼1½ ;g mifof/k uxj fuxe ¼fuxe dk uke] foKkiu dj dk fu/kkZj.k vkSj izkjEHk olwyh fofu;eu½ mifof/k 2012 dgh tk;sxhA ¼2½ ;g uxj fuxe ¼fuxe dk uke½ dh lhek esa ykxw gksxhA ¼3½ ;g xtV eas izdkf’kr gksus ds fnukad ls izo`Rr gksxhA ifjHkk”kk;sa 2 ¼1½ tc rd fd fo”k; ;k lanHkZ esa dksbZ ckr izfrdwy u gks] bl fu;ekoyh esa& ¼,d½ **vf/kfu;e** dk rkRi;Z mRrj izns’k uxj fuxe vf/kfu;e] 1959 ls gSa( ¼nks½ **foKkiu drkZ** dk rkRi;Z ,sls O;fDr ls ftls bl fu;ekoyh ds v/khu dksbZ foKkiu izrhd ;k foKkiu iV~V ifjfufeZr djus] iznf’kZr djus] laiznf’kZr djus] yxkus] fpidkus] fy[kus] fpf=r djus ;k yVdkus ds fy;s fyf[kr vuqefr iznku dh x;h gks] vkSj ,sls O;fDr esa mldk vfHkdrkZ] izfrfuf/k ;k lsod lfEefyr gS vkSj Hkwfe rFkk Hkou dk Lokeh Hkh lfEefyr gSA ¼rhu½ **foKkiu izrhd** dk rkRi;Z foKkiu ds iz;kstuksa ds fy;s ;k rRlaca/k esa lwpuk nsus ds fy;s ;k turk dks fdlh LFkku] O;fDr] yksd fu”iknu] OkLrq ;k okf.kfT;d eky] tks Hkh gks] ds izfr vkdf”kZr djus ds fy;s fdlh lrg ;k lajpuk ls gS ftlesa ,sls izrhd v{kj ;k n`”Vkar vuqiz;qT; gksa vkSj }kjkssa ds ckgj fdlh Hkh jhfr] tks Hkh gks] ls laiznf’kZr gks] vkSj mDr lrg ;k lajpuk ;k fdlh Hkou ls layXu gks] mldk Hkkx gks ;k mlls la;ksftr gks] ;k tks fdlh o`{k ;k Hkwfe ;k fdlh [kEHks] LØhu ckM+ ;k foKkiu iV~V ls tqMh gks ;k tks [kkyh LFkku ij laiznf’kZr gks( ¼pkj½ **foKkiu** dk rkRi;Z foKkiu izrhd ds ek/;e ls foKkiu djus ls gS( - 2 - ¼ikWp½ **xqCckjk** dk rkRi;Z xSl ls Hkjs gq;s ,sls fdlh xqCckjs ls gS tks Hkwfe ij fdlh fcUnq ls ca/kk gks vkSj diM+s vkfn ds fdlh djgjs ls ;k mlds fcuk gok esa ygjk jgk gks( ¼N%½ **irkdk** ¼Banner½ dk rkRi;Z ,slh fdlh uE; OkLrq ls gS ftl ij dksbZ izfrd`fr ;k fp= laiznf’kZr fd;s tk ldrs gS( ¼lkr½ **irkdk foKkiu** dk rkRi;Z fdlh ,sls izrhd ls gS ftlesa irkdk ;k >.Mh mi;ksx izn’kZu lrg ds :Ik esa fd; tkrk gksA ¼vkB½ **fuxe** ls rkRi;Z uxj fuxe &&&& ls gS( ¼ukS½ **fo|qrh; foKkiu** dk rkRi;Z ,sls foKkiu izrhd ls gS ftlesa fo|qrh; lkt<ts( tks izrhdksa ds egRoiw.kZ vax gS] iz;qDr fd;s tkrs gS( ¼nl½ **Hkw&foKkiu** dk rkRi;Z ,sls foKkiu izrhd ls gS tks fdlh Hkou ls yxk gqvk u gks] vkSj tks Hkwfe ;k fdlh [kEHks] LØhu] ckM+k ;k foKkiu iV~V ij ifjfufeZr ;k fpf=r gks vkSj turk ds fy;s n`’; gks( ¼X;kjg½ **iznhIr foKkiu ** dk rkRi;Z ,sls foKkiu izrhd ls gS tks LFkk;h ;k vU;Fkk gks vkSj ftldh dk;Ziz.kkyh izR;{k ;k vizR;{k izdk’k }kjk mls iznhIr fd;s tkus ij vk/kkfjr gks( ¼ckjg½ **’kkfe;kuk foKkiu** dk rkRi;Z ,sls fdlh fOkKkiu izrhd ls gS tks fdlh ‘kkfe;kuk forku ;k ,slh vU; vkPNkfnr lajpuk ls lEc) gks ;k mlls Vaxk gqvk gks tks fdlh Hkou ls ckgj fudyk gqvk gks vkSj mlls voyfEcr gks rFkk tks Hkou dh nhokj ,oa Hkou dh lhek js[kk ls ckgj dh vksj gks( ¼rsjg½ **iz{ksfIkr foKkiu** dk rkRi;Z ,sls fdlh foKkiu izrhd ls gS tks fdlh Hkou ls yxk gqvk gks vkSj mlls 300 feyhehVj ls vf/kd ckgj dh vksj gksa( ¼pkSng½ **ekxkZf/kdkj** dk rkRi;Z lM+d ds iz;kstukFkZ lqjf{kr vkSj lajf{kr Hkwfe dh PkkSM+kbZ ls gS( ¼iUnzg½ **Nr foKkiu** dk rkRi;Z ,sls fOkKkiu ls gS tks fdlh Hkou dh izkphj ;k Nr ds fdlh Hkkx ij ;k mlds Åij ifjfufeZr gks ;k j[kk x;k gks ftlesa fdlh Hkou dh Nr ij fpf=r foKkiu lfEefyr gS( ¼lksyg½ **vuqlwph** dk rkRi;Z bl mifof/k ls layXu vuqlwph ls gSA ¼l=g½ **izrhd lajpuk** dk rkRi;Z fdlh ,slh lajpuk ls gS ftlls dksbZ izrhd voyfEcr gks( ¼vBkjg½ **dj** dk rkRi;Z vf/kfu;e dh /kkjk 172 dh mi/kkjk ¼2½ ds [k.M ¼t½ esa fufnZ”V foKkiu dj ls gS( ¼mUuhl½ **vLFkk;h foKkiu** dk rkRi;Z vodk’k fnolksa ;k yksd izn’kZuh gsrq vyadkfjd izn’kZuksa lfgr] fdlh lhfer vof/k ds izn’kZu ds fy;s okafNr fdlh foKkiu] >.Mk ;k oL=] dSuoS’k] diMs ;k fdlh lajpukRed

¼2½ bl fu;ekoyh eas iz;qDr fdUrq vifjHkkf”kr vkSj vf/kfu;e esa ifjHkkf”kr ‘kCnksa vkSj inksa] ds ogh vFkZ gksaxs tks vf/kfu;e esa muds fy;s leuqnsf’kr gksA

LFky p;u ds fy;s 3 ¼1½ uxj vk;qDr dh v/;{krk eas foKkiu izrhd ;k foKkiu iV~V ds fy;s lfefr dk xBu mfpr vkSj mi;qDr LFkyksa dh igpku djus ds fy;s vkSj mlds vkdkj] ÅpkbZ vkSj lkSUn;kZRed igyw dk fofu’p; djus ds fy;s fuxe esa ,d lfefr dk xBu fd;k tk;sxkA

¼2½ lfefr esa fuEufyf[kr gksxs%&

¼,d½ uxj vk;qDr & v/;{k ¼nks½ uxj esa ;kr;kr dk izHkkjh jktif=r & lnL; Ikzf/kdj.k ¼rhu½ifj;kstuk funs’kd] jk”Vªh; jktekXkZ izkf/kdj.k & lnL; ¼pkj½vf/k’kklh vfHk;Urk] yksd fuekZ.k foHkkx & lnL; ¼ikap½uxj ,oa xzkE; fu;kstu foHkkx dk vf/kdkjh & lnL; ¼N%½ ifjogu foHkkx dk ,d vf/kdkjh & lnL; ¼lkr½lfpo] fodkl izkf/kdj.k & lnL; ¼vkB½mRrj izns’k jkT; lM+d ifjogu fuxe dk izfrfuf/k & lnL; ¼ukS½ Hkkjrh; jsy dk ,d izfrfuf/k & lnL; ¼nl½fuxe dk ;krk;kr vfHk;Urk ;k dksbZ vf/kdkjh & lfpo tks vf/k’kklh vfHk;Urk dh Js.kh ls fuEu u gks fVIi.h& uxj vk;qDr fdlh vU; lnL; dk lg;ksftr dj ldrk gS tSlk og mfpr le>sA ¼3½ de ls de nks iz[;kr nSfud lekpkj i=ksa esa foKkiu dj dh lfefr }kjk vfHkKkfur LFkyksa ij vuqKk iznku djus ds fy;s uxj vk;qDr }kjk vkosnu i= vkeaf=r fd;s tk;xsaA foKkiu esa izR;sd izLrkfor LFky ds laca/k esa uxj vk;qDr }kjk fu;r U;wure izhfe;e fofufnZ”V - 4 - gksuh pkfg;sA ¼4½ LFkyksa dh igpku vkSj lfefr dh laLrqfr ds Ik’pkr~ gh foKkiuksa vkSj foKkiu iV~Vksa dh vuqKk nh tk;sxhA izfr”ks| 4 ¼1½ uxj vk;qDr ls iwoZ esa fyf[kr vuqKk izkIr fd;s fcuk dksbZ O;fDr fuxe dh lhek ds Hkhrj fdlh Hkou] iqy] ekxZ] QqVikFk] mifjxkeh lsrq ;k mlls layXu Hkwfe ;k o`{k j{kd] uxj izkphj] ckmUMªhoky] uxj }kj] fo|qr ;k VsyhQksu ds [kEHks] py okguksa ;k fdlh Hkh [kqys LFkku ij dksbZ foKkiu ;k fdlh izdkj dh lwpuk ;k fp=] ftlls fdlh lkekU; izKk okys O;fDr dks foKkiu gksu dk vkHkkl gks] u rks ifjfufeZr djsxk] u iznf’kZr djsxk] u laiznf’kZr djsxk] u fpidk;sxk u yxk;sxk u fy[ksxk] u fpf=r djsxk ;k u yVdk;sxkA ¼2½ fuxe dh lhekvksa ds Hkhrj fdlh Hkwfe ;k Hkou dk Lokeh ;k vU;Fkk vf/kHkksx djus okyk dksbZ O;fDr uxj vk;qDr dh fyf[kr iwoZ vuqKk ds fcuk ,slh Hkwfe ;k Hkou ds fdlh Hkkx ij dksbZ foKkiu u rks ifjfufeZr djsxk] u iznf’kZr djsxk] u lEiznf’kZr djsxk] u yxk;sxk] u fpidk;sxk] u fy[ksxk] u fpf=r djsxk ;k u yVdk;sxk vkSj u gh fdlh vU; O;fDr dks ,sls Hkou ;k Hkwfe ij dksbZ foKkiu ifjfufeZr djus nsxk] u iznf’kZr] u lEiznf’kZr] u yxkus] fpidkus] fy[kus] fpf=r djus ;k u yVdkus nsxk] ;fn ,slk foKkiu fdlh lkoZtfud LFkku ;k lkoZtfud ekxZ ls n`”; gksA ¼3½ dksbZ foKkiu iV~V bl jhfr ls izfr”Bkfir ugha fd;k tk;sxk fd ;krk;kr ds lapkyu eas vxz ,oa ik’oZ Hkkx ds nf’kZr gksus esa dksbZ O;o/kku gksA ¼4½ jk”Vªh;@jkT; jktekxZ ds nkfguh vksj ls n`f”Vxkspj dksbZ foKkiu iV~V] izfr”Bkfir ugh fd;k tk;sxkA ¼5½ dksbZ foKkiu iV~V fu;e 16 ds v/khu ;Fkk fofuZfn”V ekxksZa ds flok; vU; ekxksZa ds Nksj ds ;Fkk fu/kkZfjr nwjh ds Hkhrj ugha izfr”Bkfir fd;k tk;sxkA vuqKk izkIr djus 5 ¼1½ vUkqKk izkIr djus ds fy;s izR;sd vkosnu vuqlwph & ,d esa fofufnZ”V dh izfØ;k fpfUgr izi= esa fd;k tk;sxk ftls uxj vk;qDr }kjk fu/kkZfjr /kujkf’k dk Hkqxrku djds uxj fuxe ds dk;kZy; ls izkIr fd;k tk;sxk ;k fuxe ds osolkbV ls Mkmu yksM fd;k tk ldrk gS] rFkkfi vkosnu i= izLrqr djrs le; vkosnu i= ds ewY; dh jlhn vkosnu i= ds lkFk izLrqr dh tk;sxhA ¼2½ mifu;e ¼1½ esa fufnZ”V izR;sd vkosnu&i= esa ,slh Hkwfe] Hkou ;k LFkku ds laca/k esa foLr`r lwpuk fufgr gksxh tgWk ,slh Hkwfe Hkou ;k LFkku ds ikl izLrkfor foKkiu ;k fOkKkiu iV~V ij fufeZr fd;k tkuk] - 5 - iznf’kZr fd;k tkuk] lEiznf’kZr fd;k tkuk] yxk;k tkuk] fpidkuk tkuk] okafNr gks vkSj mlesa fuEufyf[kr lwpuk lfEefyr gksxh %& ¼d½ izrhd dh yEckbZ] ÅpkbZ vksj Hkkj dks n’kkZrs gq;s iw.kZ fof’kf”V;k] vofLFkfr tgkW bls fofufeZr fd;k tkuk gS fofuekZ.kdrkZ dk uke vkSj irk vkSj tgkW iz;ksT; gks izdU’k iqatks dh la[;k vkSj mlds fo|qrh; fooj.k] ,sls izi= 1%500 ds iSekus ij fpf=r izrhd dh LFky ij fLFkfr dks bafxr djus okys vofLFkfr ekufp= ls layXu gksxkA ¼x½ iwoZorhZ ds vfrfjDr Nr&foKkiuksa] izf{kIr foKkiuksa ;k Hkw& foKkiuksa ds ekeys esa lgk;d fØ;k fof/k;ksa vkSj fLFkjd&LFkkuksa ds leLr ?kVd vkSj ;fn uxj vk;qDr }kjk visf{kr] gks rks vko’;d vfHkdYi lax.kuk;sa vkosnu i= esa izLrqr dh tk;sxh( ¼?k½ dksbZ vU; fof’kf”V;kW] tks uxj vk;qDr }kjk visf{kr gks( ¼M-½ xqCckjk foKkiuksa ds ekeyksa esa uxj vk;qDr }kjk ;Fkk visf{kr vko’;d lwpuk miyC/k djk;h tk ldrh gSA ¼3½ ;fn foKkiu fdlh lkoZtfud ekxZ ds ik’oZ Hkkx ij ;k fdlh futh ifjlj esa dksbZ lajpuk yxkdj iznf’kZr fd;k tkuk ;k laiznf’kZr fd;k tkuk okafNr gks rks ,sls vkosnu i= ds lkFk fuEufyf[kr fooj.k Hkh izLrqr fd;k tk;sxk& ¼d½ fOkKkiu vkSj izLrkfor lajpuk ds vkdkj dk fooj.k( ¼[k½ uxj vk;qDr }kjk lE;d :Ik ls vuqeksfnr lajpuk vfHk;Urk ls lqn`<+rk lEcU/kh fjiksVZA vkosnu] vko’;d fp=ksa vkSj lajpuk&lax.kukvksa lfgr uxj vk;qDr }kjk lE;d~ :Ik ls vuqeksfnr lajpuk vfHk;Urk ds ek/;e ls fd;k tk;sxkA vfHkdYi lax.kukvksa esa fy;k x;k ok;qHkkj jk”Vªh; Hkou lafgrk] 2005 ds Hkkx&4 **lajpuk vfHkdYi /kkjk&1 Hkkj] cy vkSj izHkko** ds vuqlkj gksxkA ¼4½ ;fn foKkiu ;k foKkiu iV fdlh futh Hkwfe ;k Hkou ;k mlds fdlh Hkkx ij ifjfufeZr fd;k tkuk] iznf’kZr fd;k tkuk] yxk;k tkuk] fpidk;k tkuk] fy[kk tkuk] fpf=r fd;k tkuk ;k yVdk;k tkuk okafNr gks vkSj vkosnd ,slh Hkwfe ;k Hkou dk Lokeh u gks rks vkosnu&i= esa ,slh Hkwfe ;k Hkou ds Lokeh dh fyf[kr vuqKk layXu gksxhA ¼5½ mifu;e ¼4½ easa fufnZ”V Hkwfe ;k Hkou ds izR;sd Lokeh dks ;g fyf[kr le>kSrk djuk gksxk fd fdlh O;fDrØe dh fLFkfr esa og foKkiudrkZ gsrq ns; dj dk Hkqxrku djusa ds fy;s nk;h gksxkA ¼6½ ;fn Hkwfe dk dksbZ Lokeh viuh futh Hkwfe ij fOkKkiu laiznf’kZr djuk pkgs rks mls vkosnu i= ds lkFk foLr`r lwpuk izLrqr djuh gksxh vkSj bl mifof/k ds v/khu vuqKk ysuh gksxhA ¼7½ ;fn dksbZ O;fDr fdlh VªhxkMZ dks ifjfufeZr djus dh vuqKk izkIr - 6 - djus ds Ik’pkr~ ,sls VªxkMksa ij dksbZ foKkiu iznf’kZr ;k laiznf’kZr djrk gS rks og bl mifof/k ds v/khu dj Hkqxrku djus rFkk ikS/kkjksi.k vkSj muds leqfpr j[kj[kko vkSj lqj{kk dk nk;h gksxka ¼8½ vuqKk ,slh ‘krksaZ ds v/khu jgrs gq;s iznku dh tk;sxh tks uxj vk;qDr }kjk yksd lqj{kk vkSj f’k”Vkpkj ds fgr esa vf/kjksfir dh tk;sxhA ¼9½ izR;sd vkosnu i= ds lkFk izLrkfor izhfe;e dh iw.kZ /kujkf’k layXu gksxhA vuqKk iznku djus 6 ¼1½ fdlh fOkKkiu ;k foKkiu iV~V ifjfufeZr djus] iznf’kZr djus] dh ‘krZsa laiznf’kZr djus] yxkus] fpidkus] fy[kus fpf=r djus ;k yVdkus dh vuqKk fuEufyf[kr fucU/ku ,oa ‘krksaZ ij iznku dh tk;sxh fd& ¼d½ vuqKk dsoy ml vof/k rd ds fy;s izHkkoh gksxh ftl vof/k ds fy;s iznku dh x;h gks] ijUrq dj ;k izhfe;e lfgr dj] bl mifof/k ds vuqlkj lanRr vkSj tek fd;k x;k gksA ¼[k½ foKkiu ;k foKkiu iV~V ij ,sls jaxks vkSj vkdkjksa esa fy[kk tk;sxk] fpidk;k tk;sxk] leqn~Hk`r fd;k tk;sxk] fpf=r fd;k tk;sxk tSlk fd uxj vk;qDr }kjk vuqeksfnr fd;k tk; vkSj foKkiu iV~V] pkgs Hkwfe ij ;k Hkou ij izfr”Bkfir fd;k x;k gks] dh ÅWpkbZ 06 ehVj ls vf/kd ugh gksxhA nks layXu foKkiuksa iV~Vksa ds e/; dh nwjh] foKkiu iV~V dh pkSMkbZ ;k 6 ehVj] tks Hkh vf/kd gks] ls de ugha gksxh( ¼x½ foKkiu ;k fOkKkiu iV~V dks leqfpr n’kkvksa esa j[kk ,oa vuqjf{kr fd;k tk;sxk( ¼?k½ iznku dh x;h vuqKk vUrj.kh; ugha gksxhA ¼M+½ foKkiu izrhd ;k fOkKkiu iV~V dh fo”k; oLrq ;k mlds fooj.k esa uxj vk;qDr dh fyf[kr vuqKk ds fcuk ifjorZu ugha fd;k tk;sxk( ¼p½ foKkiu drkZ ,slh vof/k] ftlds fy;s vuqKk nh x;h Fkh] dh lekfIr ls ,d lIrkg ds Hkhrj foKkiu dks gVk nsxsa ;k mls feVk nsaxsA ¼N½ foKkiu cksMZ ;k foKkiu iV~V vuqKkr LFkku ij gh izfr”Bkfir fd;s tk;saxs] ¼>½ Hkouksa ;fn dskbZ gks] tks foKkiu vkSj foKkiu iV~Vksa ds lehi fLFkr gks] ds izdk’k vkSj okrk;u eas fdlh Hkh :Ik esa O;o/kku ugha Mkyk tk;sxk( ¼¥½ yksdfgr esa uxj vk;qDr dks ;g vf/kdkj gksxk fd og vof/k lekIr gksus ds iwoZ Hkh vuqKki= dks fuyfEcr dj ns ftlds Ik’pkr~ foKkiudrkZ foKkiuksa dks gVk nsxkA ¼V½ foKkiuksa ls voLFkku dk dykREkd lkSUn;Z u”V ugha gksuk pkfg;sA ¼B½ Hkou ls lcaf/kr foKkiuksa ls fHkUu foKkiuksa dks ,sls Hkouksa ;Fkk fpfdRlky;ksa] ‘kSf{kd laLFkkvksa] lkoZtfud dk;kZy;ksa] laxzgky;ksa] /kkfeZd iwtk ds fufeRr vfiZr Hkouksa vkSj jk”Vªh; egRo ds Hkouksa ds - 7 - le{k vkus dh vuqKk ugha gksxhA ¼M½ foKkiuksa dks o`{kksa ;k dk”Be; isM&ikS/kksa esa xkMk] cka/kk ugha tk;sxkA

¼2½ uxj vk;qDr }kjk iznku dh x;h fyf[kr vuqKk ;k mldk uohdj.k rRdky lekIr gks tk;sxk( ¼d½ ;fn dksbZ foKkiu ;k mldk dksbZ Hkkx fdlh nq/kZVuk ;k fdUgh vU; dkj.k ls fxj tkrk gS( ¼[k½ ;fn dksbZ ifjo/kZu] uxj vk;qDr ds funsZ’k ds v/khu mls lqjf{kr j[kus ds iz;kstu dks NksMdj fd;k tkrk gS( ¼x½ ;fn foKkiu ;k mlds Hkkx esa dksbZ ifjorZu fd;k tkrk gS( ¼?k½ ;fn ml Hkou ;k lajpukvksa esa dksbZ ifjo}Zu ;k ifjorZu fd;k tkrk gS ftl ij ;k ftlds Åij foKkiu ifjfufeZr fd;k tkrk gS] vkSj ;fn ,sls ifjo)Zu ;k ifjorZu esa foKkiu ;k mlds fdlh Hkkx dk O;o/kku lfEefyr gS( ;k ¼M-½ ;fn ,slk Hkou ;k lajpuk] ftl ij ;k ftlds Åij foKkiu ifjfufeZr] fu;r ;k vo:} gks] Hkaftr ;k u”V gks tkrh gSA izhfe;e 7 ¼1½ uxj vk;qDr izR;sd LFky ds fy;s U;wure izhfe;e /kujkf’k fu;r djsxkA ¼2½ eqgj can fyQkQk esa izLrko miyC/k djkus ds fy;s U;wure lkr fnu dk le; fn;k tk;sxkA ¼3½ izLrko ds lkFk mlesa mfYyf[kr iw.kZ /kujkf’k layXu gksuh pkfg;sA vkoaVu lfefr 8 ¼1½ uxj vk;qDr dh v/;{krk esa izR;sd fuxe esa ,d vkoaVu lfefr xfBr dh tk;sxh] ftlesa fuEufyf[kr gksxas%& ¼,d½ vij uxj vk;qDr & lnL; ¼nks½ fuxe dk eq[; vfHk;Urk & lnL; ¼rhu½ foKkiu vkSj foKkiu iV~V izHkkjh] & lfpo vf/kdkjh tks lgk;d uxj vk;qDr dh Js.kh ls vfuEu u gks ¼2½ lfefr bl mifof/k eas fofufnZ”V izfrekuksa ds vuqlkj vkosnu i=ksa fufonkvksa] izLrkoksa dh laoh{kk djsxh vkSj rn~uqlkj vuqeksfnr djsxhA ¼3½ ns; dj lfgr izhfe;e dh iw.kZ izLrkfor /kujkf’k tek djus ds Ik’pkr~ mPpre izLrko djus okys vkosnd dks vuqKk iznku dh tk;sxhA ¼4½ lnL; lfpo lfefr }kjk lE;d~ :Ik ls vuqeksfnr vuqKk vkns’k tkjh djsxkA ¼5½ foKkiu drkZ }kjk fuxe dks vuqeksfnr izhfe;e dh 2 izfr’kr dh nj ij izfrHkwfr /kujkf’k tek djus ds Ik’pkr~ gh vuqKk vkns’k tkjh fd;k tk;sxkA - 8 - ¼6½ foLr`r lwpuk] vuqns’k vkSj fuca/ku ,oa ‘krsZ vuqKk vkns’k esa mfYyf[kr dh tk;sxhA ¼7½ foKkiu ;k foKkiu iV~V ds fy;s izR;sd LFky dh uhykeh ;k fufonk ,d gh :Ik ls mi;qZDr jhfr ls dh tk;sxhA ¼8½ ;fn dksbZ foKkiu futh Hkou ;k Hkwfe ij laiznf’kZr fd;k tkuk okaNuh; gks rks vuqlwph&2 esa fofuf}”V ns; okf”kZd foKkiu dj] fOkKkiu drkZ }kjk lans; gksxkA ¼9½ ;fn foKkiu ;k fOkKkiu iV~V fdlh lkoZtfud ekxZ ¼jk”Vªh; jktekxZ@ jkT; jktekxZ dks NksM+dj½ ;k blls layXu Hkwfe ;k fdlh lkoZtfud LFkku fo|qr ;k VsyhQksu [kEHkkas ;k VªhxkMZ ;k pgkjnhokjh ij laiznf’kZr fd;k tkuk] ifjfufeZr fd;k tkuk ;k iznf’kZr fd;k tkuk gks rks vuqlwph & 2 esa fofufnZ”V okf”kZd dj vkSj mPpre izhfe;e dh /kujkf’k vkosnd }kjk lans; gksxhA vkosnui=ksa dh 9 fu;e 4 ds v/khu vuqKk izkIr djus ds fy;s izR;sd vkosnu i= vLohd`fr ds vk/kkj fuEufyf[kr fdlh ,d ;k mlls vf/kd vk/kkjksa ij vLohd`r fd;k tk ldrk gS%& ¼d½ vkosnu i= esa visf{kr lwpuk vkSj fooj.k vUrfoZ”V u gks ;k og bl fu;ekoyh ds vuq:Ik u gks( ¼[k½ izLrkfor foKkiu vf’k”V] v’yhy] ?k`.kkLin] ohHkRl ;k vkifRrtud izd`fr dk] ;k uxj fuxe ds izfr izfrdwy izHkko Mkyus okyk ;k jktuSfrd vfHk;ku dks mdlkus okyk ;k turk vFkok fdlh fof’k”V oxZ ds O;fDr;ksa gsrq vfu”Vdj ;k {kfrdkjd izHkko Mkyus gsrq laxf.kr izd`fr dk gks ;k ,sls LFkku ij ,slh jhfr ls ;k fdlh ,sls ek/;e ls laiznf’kZr gks] tSlk fd uxj vk;qDr dh jk; esa] mlesa fdlh iM+ksl dh lqfo/kkvksa ij {kfrdkjd izHkko iM+us ;k fod`r gksus dh lEHkkouk gks ;k blesa vkifRrtud ys[k ;k v’yhy uXu js[kkfp= ;k fp= ;k enksUeRrrk dk dksbZ izrhd vUrfoZ”V gksA ¼x½ izLrkfor foKkiu ls yksd ‘kkafr ;k iz’kkafr esa njkj mRiUu gksus dh lEHkkouk gks ;k yksduhfr vkSj ,drk ds fo:} gksA ¼?k½ izLrkfor foKkiu ls rwQku ;k va/kM+ ds nkSjku thou ;k lEifRr ds fy;s {kfr mRiUu gksus dh lEHkkouk gksa( ¼M-½ izLrkfor foKkiu ls ;krk;kr esa v’kkafr ;k [krjk mRiUu gksus dh lEHkkouk gks( ¼p½ izLrkfor foKkiu LFky rRle; izo`Rr fdlh fof/k ds mica/kksa ls vlaxr gksxkA ¼N½ fOkKkiu ;k foKkiu iV~V fdlh Hkwfe ;k Hkou ij ifjfufeZr fd;k tkuk ;k laiznf’kZr fd;k tkuk okNauh; gks vkSj ,slh Hkwfe ;k Hkou ds laca/k esa /kkjk 172 esa fufnZ”V lEifRr dj vkosnu djus ds fnukad dks - 9 - vlanRr gksA vuqKk iznku djus 10 fdlh foKkiu ;k foKkiu iV~V dks ifjfufeZr djus] iznf’kZr djus] dh jhfr laiznf’kZr djus] yxkus] fpidkus] fy[kus djus ;k gLrkarfjr djus gsrq vkoaVu lfefr dh laLrqfr ij fuEufyf[kr ,d ;k mlls vf/kd jhfr ls vuqKk iznku djuk uxj vk;qDr ds fy;s fof/k lEer gksxk(& ¼,d½ lkoZtfud uhykeh }kjk ¼nks½ fufonk vkaef=r djus ds }kjk vuqKk dh vof/k 11 vuqKk] vuqKk vkns’k esa fofufnZ”V vof/k ds fy;s gksxhA izR;sd ,slh vuqKk ;k uohdj.k ds fnukad ls vuf/kd nks o”kZ dh vof/k ds fy;s ,slh fyf[kr vuqKk iznku dh tk;sxh ;k mldk uohdj.k fd;k tk;sxkA foKkiu ;k 12 ¼1½ ;fn dksbZ foKkiu ;k foKkiu iV~V bl fu;ekoyh ds mYya/ku esa foKkiu iV~V ifjfufeZr fd;k tkrk gS] iznf’kZr fd;k tkrk gS] laiznf’kZr fd;k tkrk gVkus dh ‘kfDr gS] yxk;k tkrk gS] fpidk;k tkrk gS] fy[kk tkrk gS] fpf=r fd;k tkrk gS ;k yVdk;k tkrk gS ;k yksd lqj{kk ds fy;s ifjladVe; ;k [krjukd gks ;k og lqjf{kr ;krk;kr lapkyu gsrq v’kkafr dk dkj.k gks rks lfefr] foKkiudrkZ dks fdlh uksfVl ds fcuk mls gVok ldrh gS ;k feVok ldrh gS vkSj tek izfrHkwfr ls fuEufyf[kr /kujkf’k;ksa dh olwyh dj ldrh gS( ¼,d½ ,sls gVk;s tkus ;k feVk;s tkus dk O;;( vkSj ¼nks½ ,slh vof/k] ftlds nkSjku ,slk foKkiu ;k foKkiu iV~V ,sl mYya/ku esa ifjfufeZr fd;k x;k Fkk] iznf’kZr fd;k x;k Fkk laiznf’kZr fd;k x;k Fkk] yxk;k x;k Fkk] fpidk;k x;k Fkk] fy[kk x;k Fkk] fpf=r fd;k x;k Fkk ;k yVdk;k x;k Fkk] ds fy;s {kfr;ksa dh /kujkf’kA

¼2½ tc dHkh dksbZ foKkiu uxj vk;qDr }kjk fdlh uksfVl ;k vkns’k ;k vU;Fkk ds ifj.kkeLo:Ik gVk;k tkrk gS rc ,sls Hkou ;k LFky] ftl ij ;k ftlls ,slk foKkiu laiznf’kZr fd;k x;k Fkk] eas fdlh {kfr ;k fod`fr dks uxj vk;qDr ds lek/kku Ik;ZUr Bhd fd;k tk;sxkA ;fn foKkiu gVk;s tkus ds nkSjku ekxZ dh lrg@ ixM.Mh@;krk;kr ladsrd ;k dksbZ vU; yksd mi;ksfxrk dh lsok;sa {kfrxzLr gks tkrh gS rks foKkiu drkZ ls olwy dh x;h /kujkf’k dks fuxe }kjk lacaf/kr foHkkx dks vUrfjr dj fn;k tkuk pkfg;sA foKkiu ij 13 fdlh lafonk ;k djkj esa vUrfoZ”V fdlh ckr ds izfrdwy gksrs gq;s Hkh fucZU/ku dksbZ foKkiu ;k foKkiu iV~V ifjfufeZr ugha fd;k tk;sxk] iznf’kZr - 10 - ugh fd;k tk;sxk] laiznf’kZr ugha fd;k tk;sxk yxk;k ugh tk;sxk] fpidk;k ugh tk;sxk] fy[kk ugh tk;sxk] fpf=r ugha fd;k tk;sxk ;k yVdk;k ugha tk;sxk( ;fn&

¼,d½ ;g vkdkj esa 12-2 ehVj × 6-1 ehVj ls vf/kd gks vkSj bldk ry vk/kkj Hkwry ls Åij 02 ehVj ls de gks] ¼nks½ ;g fdlh ekxZ] ekxZ laf/k;ksa ;k lsrqvksa ds vuqizLFk Hkkx ds e/; ls gksrs gq;s ekxZ ls ekis x;s 50 ehVj ds vUrXkZr fdlh LFkku ij vofLFkr gks( ¼rhu½ ;g ekxZ ds lekukUrj u gks ;k blls LFkkuh; ;k iSny pyus okys ;krk;kr esa ck/kk mRiUu gksrh gks ;k ck/kk mRiUu gksus dh lEHkkouk gks( ¼pkj½ fu;e&3 ds v/khu xfBr lfefr dh jk; esa izLrkfor LFky foKkiu ;k foKkiu iV~V ds fy;s vuqiz;qDr gks( ¼ikap½ ;g ekxZ ds ml ikj ,oa ekxZ iVjh@ixMaMh ij j[kk x;k gks( ¼N%½ ;g fdlh futh ifjlj ds ckgj {ksfir gks ftl ij ;g bl izdkj

ifjfufeZr] iznf’kZr ;k laiznf’kZr gks(

¼lkr½ ;g ,sfrgkfld ;k jk”Vªh; Lekjdksa lkoZtfud Hkoukas vkSj nhokjksa] fpfdRlky;ksa] ‘kS{kf.kd LkaLFkkvksa] lkoZtfud dk;kZy; vkSj iwtk LFkyksa ds pkjksa vksj vofLFkr gksa( ¼vkB½ LFky fu;e 21ds v/khu bl iz;kstukFkZ fuxe ;k jkT; ljdkj ;k

dsUnzh; ljdkj }kjk ?kksf”kr izfrf”k} {ks= ds Hkhrj iM+rk gksA ¼2½ fOkKkiuksa vkSj foKkiuksa iV~Vksa dks fuEufyf[kr :Ik esa vuqKk ugha nh tk;sxh%& ¼,d½ ,slh jhfr ls vkSj ,sls LFkkuksa ij ftlls fd ;krk;kr ds igqWpusa]

lafoyhu gksus ;k izfrPNsfnr gksus dh n`’;rk esa ck/kk ;k O;o/kku mRiUUk gksrk gks(

¼nks½ jk”Vªh;@jkT; jktekxksZ ds nkW;h vksj ekxZ ds Hkhrj vkSj jk”Vªh;@jkT; jktekxksZ ds ;ku ekxZ ds Nksj ds 10 ehVj ds Hkhrj( ¼rhu½fdlh yksd izkf/kdj.k ;Fkk ;krk;kr izkf/kdj.k] yksd ifjogu izkf/kdj.k ;k LFkkuh; izkf/kdj.k ;k yksd fuekZ.k foHkkx ;k Hkkjrh;

jk”Vªh; jktekxZ izkf/kdj.k ds vkns’kksa ds v/khu ekxZ ls gksrs gq;s ;krk;kr ds fofu;eu ds fy;s ifjfufeZr fdlh lkbu cksMZ ds 50 ehvj ds Hkhrj( ¼pkj½,sls :Ik esa ftlls yksd izkf/kdj.kksa }kjk ;krk;kr fu;=a.k ds fy;s ifjfufeZr fdlh fpUg] ladsrd ;k vU; ;qfDr ds fuoZpu esa fo/u O;o/kku mRiUu gks( ¼ikap½ fdlh ekxZ ds ikj yVdk;s x;s iV~Vksa] fHkfRr i=dkas] oL=&>f.M;ksa ;k i=d ij ftuls pkyd dk /;ku fopfyr gksrk gks vkSj ;k blfy;s ifjladVe; gks( - 11 - ¼N%½ ,sls :Ik esa ftlls iSny pyus okyksa ds ekxZ esa O;o/kku gks vkSj pkSjkgs ij mudh n`’;rk ckf/kr gks( ¼lkr½ tc buls LFkkuh; lqfo/kk;sa izHkkfor gksaA

¼3½ fuEufyf[kr izdkj ds iznhIr foKkiuksa vkSj foKkiu iV~Vksa dh vuqKk ugha gksxh%& ¼,d½ foKkiu vkSj foKkiu iV~V ftuesa tulsok lwpuk ;Fkk le;] rki] ekSle ;k fnukad bafxr djus okys izdk’kksa dks NksMdj dksbZ pkSa/kus okys vkarjkf;d ;k xfreku izdk’k vUrfoZ”V gS] lfEefyr gS ;k tks muds }kjk iznhIr gS( ¼nks½ ,slh l?kurk ;k ped okys iznhIr foKkiu vkSj foKkiu iV~V ftlls pkSa/k mRiUu gks ;k pkyd vFkok iSny pyus okyksa dh n`f”V ckf/kr gksrh gks] ;k ftlls fdlh pkyu fd;k esa fo/u iM+rk gks( ¼rhu½ foKkiu vkSj foKkiu iV~V] tks bl :Ik esa iznhIr gksa ftlls fd fdlh ‘kkldh; ;krk;kr foKkiu IkV~V] ;qfDr ;k ladsrd dk izHkko ckf/kr gksrk gks ;k {kh.k gksrk gksA

Nr ds Åij ds 14 ¼1½ fdlh Hkou dh Nr ij ifjfufeZr] iznf’kZr ;k laiznf’kZr fd;s tkus okys fOkKkiu iV~Vksa ds foKkiuksa ;k foKkiu iV~Vksa ds ekeys esa dsoy IykfLVd ;k OkL= i=d laca/k esa fucZU/ku vuqeU; gSa(

¼2½ fu;e 5 vkSj fu;e 11 ds v/khu jgrs gq;s] fdlh Hkou dh Nr ij foKkiu ;k foKkiu iV~V dh ÅWpkbZ] ,sls Hkou dh ÅWpkbZ dh ,d&frgkbZ ls vf/kd ugha gksxhA foKkiu iV~Vksa ds 15 foKkiu iV~V fuEufyf[kr izdkj ds gSa%& izdkj ¼d½ oS|qr vkSj iznhIr foKkiu ¼[k½ Hkw&foKkiu ¼x½ Nr foKkiu ¼?k½ cjkenk foKkiu ¼M-½ nhokj foKkiu ¼Pk½ izf{kIr foKkiu ¼N½ fo’ks”k izdkj dh Nrjh foKkiu ¼t½ vkdk’kh; foKkiu ¼>½ irkdk@>.Mh foKkiu ¼¥½ ‘kkfe;kuk foKkiu ¼<½ xqCckjk foKkiu ¼B½ vLFkk;h foKkiu ¼M½ lpy ¼eksckbZy½ foKkiu ¼<½ fofo/k foKkiu - 12 - nqdkuksa ij fOkKkiu 16 fdlh nqdku ij dksbZ Hkh foKkiu uxj vk;qDr dh iwoZ vuqefr ds oXkSj vkSj dj ds iwoZ Hkqxrku ds fcuk n¶rh yVdkdj] LVhdj pLik djds] isafVax] ys[ku }kjk ;k fdlh vU; fof/k ls laizn’kZu }kjk iznf’kZr ugha fd;k tk;sxkA

Li”Vhdj.k & ¼,d½ ;fn csps tkus okyh nqdkuksa ds uke] oLrqvksa ;k lkekuksa ds uke] Qyd yVdkdj] isafVax }kjk ;k fdlh Hkh vU; fof/k ls laiznf’kZr ;k iznf’kZr fd;s tk;s rks mUgsa foKkiu ugha ekuk tk;saxk vkSj os bl fu;ekoyh ds v/khu djk/ks; ugha gksxkA ¼nks½ ;fn fdlh oLrq dk mYys[k gks vkSj mlesa nqdku ds uke ds lkFk mlds xq.k vkfn dk fooj.k gks vkSj lkekU; turk dk /;ku foKkiu ds :Ik esa LorU= :Ik ls vkdf”kZr dj jgk gks rks og bl fu;ekoyh ds v/khu djk/ks; gksxhA ekxZkf/kdkj ¼jk”Vªh; 17 mldh {kerk] {ks= ds lEiw.kZ lkSUn;Zcks/k vkSj lkoZtfud lqj{kk ij fuHkZj ;k jkT; jktekxZ djrs gq;s fuEufyf[kr foKkiu dks ekxkZf/kdkj ds Hkhrj] jk”Vªh;@jkT; dks NksMdj½ ds jktekxZ dks NksM+dj vuqKk iznku dh tk;sxh%& Hkhrj vuqKk izkIr ¼1½ ekxZ izdk’k [kEHkksa ij fOkKkiu] fOkKkiu ¼2½ cl ‘ksYVj ij fOkKkiu] ¼3½ LFkkuksa dh igpku ds fy;s egRoiw.kZ taD’kuksa ij foKkiu] ¼4½ ;krk;kr jksVjh Dyc vkSj vkbyS.M] ¼5½ eSnkukas@iaxMafM;ksa ds fdukjs j{kd ifV~V;ka] ¼6½ o`{k j{kd(Tree Guards) ¼7½ iqIi ik= LVS.M~l(Flower pot stands)

NwV 18 ¼1½ bl fu;ekoyh dh dksbZ ckr fuEufyf[kr foKkiuksa ,oa foKkiu iV~Vksa ij ykxw ugha gksxh%& ¼,d½ ;fn fdlh dk;kZy;] nqdku ;k vf/k”Bku dk dsoy uke fdlh ,sls fOkKkiu iVV ij iznf’kZr fd;k tkrk gS] tks ,sls dk;kZy;] nqdku ;k vf/k”Bku ij ifjfufeZr ;k laLFkkfir fd;k x;k gksA ¼nks½ ;fn fdlh vkoklh; Hkou ds Lokeh dk dsoy uke o irk ,sls Hkou ls yxs fdlh foKkiu iVV ij iznf’kZr fd;k tk;A ¼rhu½ fdlh ljdkjh ;k v)ljdkjh dk;kZy; dk uke o irk ,sls ifjljksa ds Hkhrj j[ksa fdlh foKkiu iVV ij iznf’kZr fd;k tk;A ¼pkj½ ;krk;kr foHkkx }kjk iznRr lHkh ;krk;kr foKkiu iVV] flxuYl] ;krk;kr psrkouh vkSj lans’k] fdlh U;k;ky; ds vkns’k ;k funsZ’kksa ds v/khu laiznf’kZr lHkh uksfVlsa] isVªksy vkSj Mhty dh miyC/krk dks

bafxr djus okys lHkh foKkiu iVV] ijUrq budh eki 0-6 ehVj×0- - 13 - 6ehVj ls vf/kd u gksA ¼ikap½ ;fn fOkKkiu iVV fdlh Hkou dh f[kM+dh ds Hkhrj iznf’kZr fd;s tk; fdUrq mleas Hkou dk izdk’k o laokru izHkkfor u gksA ¼N%½ ;fn ;g ,slh Hkwfe ;k Hkou] ftl ij ,slk foKkiu iznf’kZr fd;k tkrk gS] ds Hkhrj pyk;s tk jgs O;kikj ;k dkjckj ls ;k ,slh Hkwfe ;k Hkou ds foØ;] euksjatu ;k cSBd ;k v{kjkadu ;k mlds Hkhrj fdlh vU; dk;Z ls ;k fdlh ,slh VSªedkj] vkseuhcl ;k vU; okgu] ftl ij ,slk fOkKkiu iznf’kZr fd;k tkrk gks] ds Lokeh }kjk pyk;s tk jgs O;kIkkj ;k dkjckj ls lacaf/kr gks] ijUrq ;g 1-2 ehVj2 l s vf/kd u gksA ¼lkr½ ;k=k ekxZ funsZ’k ¼vkB½ jktekxZ foKkiu iVV vLFkk;h foKkiu 19 ¼1½ uxj vk;qDr mls ,sls fucU/ku ,oa ‘krksZa ij vkSj ,slh nj ij] ftls og mfpr le>s] dj ds Hkqxrku ij vLFkk;h foKkiu izrhd ifjfufeZr djus] iznf’kZr djus] laiznf’kZr djus] yxkus] pLik djus] fy[kus] js[kkdau djus ;k yVdkus dh vuqKk iznku dj ldrs gSaA ¼2½ izR;sd ,slh vuqKk vuqKk ds fnukad ls ,d ekg rd ds fy;s fof/kekU; gksxhA Åij mfYyf[kr vof/k dh lekfIr ij vuqKk dks vxzrj ,d ekg ds fy;s c<+k;k tk ldrk gSa ;fn vuqKk dh vko’;drk fdlh vxzrj vof/k ds fy;s gks rks uxj vk;qDr ds le{k Lohd`fr dk izLrko izLrqr fd;k tkuk pkfg;sA fo’ks”k fu;a=.k dk 20 ¼1½ tc uxj vk;qDr dh jk; eas bl mifof/k ds eas fucU/kuksa ds vuqlkj {ks= vU;Fkk vuqKkr foKkiu ;qfDr ls fuxe ds vf/kdkj {ks= ds Hkhrj fdlh fof’k”V {ks= dks {kfr igqWpus ;k mlds fo:fir gksus dh lEHkkouk gks] rks og ,sls dks fo’ks”k fu;U=.k {ks= ?kksf”kr dj ldrk gSaA ikdksZa vkSj Hkwfe dks Hkh fo’ks”k fu;U=.k {ks= ds :Ik eas lfEefyr fd;k tk ldrk gSA ¼2½ mi fu;e ¼1½ ds micU/kksa ds v/;/khu jgrs gq;s] ,sls {ks= ds Hkhrj fdlh foKkiu dk ifjfuekZ.k vkSj izn’kZu fuf”k) fd;k tk;sxk ;k fdlh izdkj ls lhfer fd;k tk;sxk tSlk fd uxj vk;qDr }kjk vko’;d le>k tk;A uxj vk;qDr fuxe dh vf/kdkfjrk okys {ks= eas O;kid izlkj okys fdlh ,d ;k vf/kd lekpkj i=ksa esa] ,sls {ks= dh ?kks”k.kk djus ds laca/k esa vius vk’k; dks izdkf’kr djsxkA ,sls {ks= ds Hkhrj lEifRr dk dksbZ Lokeh] tks ,slh ?kks”k.kk ls O;fFkr vuqHko djs] ,sls {ks= dh ?kks”k.kk ds fo:) ,sls izdk’ku ls ,d ekg ds Hkhrj uxj vk;qDr dks vihy dj ldrk gS] ftldk fofu’p; fu.kkZ;d gksxkA ¼3½ fdlh cjkenk foKkiu dh ‘kCnkoyh] fo’ks”k fu;a=.k ds fdlh {ks= esa uxj vk;qDr }kjk vuqer gks] Lokeh ;k QeZ ds uke rd lhfer gksxh] tks ml ifjlj dk v/;klh gks] Hkou ;k laLFkk dk uke] pyk;s tk - 14 - jgsa lk/kkj.k O;oLkk; ;k O;kikj dk uke tSls fd **ToSylZ**] **dSQs**] **Mkaflax** ;k Hkou ds izos’k dh fLFkfr ds lEcU/k esa lwpuk gks ldrh gS ;k flusek ;k ukVd dk;ZØe ds lEcU/k esa ;k blh izdkj dh dksbZ lwpuk gks ldrh gSA fdlh Hkh cjkens ds foKkiu ds fo’ks”k fu;a=.k ds fdlh {ks= esa O;kikj dh fdlh fof’k”V oLrq dk foKkiu ugha gksxk vkSj u gh ewY; ;k ewYk esa deh ls lEcfU/kr ,slk dksbZ foKkiu gksxkA ¼4½ fo’ks”k fu;a=.k ds {ks= ls rhl ehVj nwjh ds Hkhrj] mi fu;e ¼3½ esa fn;s x;s ds flok; lekU;r;% dksbZ vU; foKkiu iV~V ugha gksxkA fuf"k) {ks= dh 21 fuxe ;k jkT; ljdkj ;k dsUnz ljdkj ;k dsUnz ljdkj fdlh {ks= ?kks”k.kk ;k fdUgh {ks=ksa dks foKkiu ;k foKkiu iVks dk ifjfuekZ.k] izn’kZu] laizn’kZu] yxkuk] fpidkuk] ys[ku] vkjs[k.k ;k yVdkus ds fy;s fuf”k) ?kksf”kr djsaA >f.M;ksa ij jksd 22 ¼1½ dksbZ Hkh O;fdr uxj vk;qDr ls iwoZ esa izkIr fyf[kr vuqKk ds fcuk fdlh >.Mh dk izn’kZu] lEizn’kZu ;k yVdkus dh fØ;k ugha djsxkA ¼2½ dksbZ Hkh vuqKk fuxe ;k jkT; ljdkj ;k dsUnz ljdkj }kjk fuf”k) {ks= ds :Ik esa fu/kkZfjr {ks= esa bl mifof/k ds v/khu iznku ugha dh tk;sxhA ¼3½ bl mifof/k ds mica/kksa dk mYy/ku okyk dksbZ Hkh O;fDr ,slh ‘kkfLr dk nk;h gksxk] tks uxj vk;qDr }kjk vf/kjksfir dh tk; vkSj og izfr >.Mh nks lkS :Ik;s ls de ugha gksxhA ¼4½ uxj vk;qDr bl fu;e esa fufnZ”V >.Mh dks gVk ldrk gS vkSj mls le;g`r ;k fofu”V dj ldrk gSA vuqj{k.k vkSj 23 ¼1½ vuqj{k.k& lHkh foKkiu ftuds fy;s vuqKk visf{kr gS] voyEcksa] ca/kuh] fujh{k.k jLlk vkSj fLFkjd ds lkFk Hkyha izdkj ejEer fd;s tk;sxs tks fd

¼,d½ lw;kZsn; vkSj lw;kZLr ds e/; ds floj; vkSj v/;klh ;k v/;klh u gks rks Hkou ;k Hkwfe ds Lokeh ds ;qfDr;qDr fn;s fcuk bl izdkj dk izos’k ugha fd;k tk;sxkA ¼nks½ izR;sd fLFkfr esa ,slh Hkwfe ;k Hkou ls efgyk] ;fn dksbZ gks] dks gV ldus ds fy;s Ik;kZIr volj fn;k tk;sxkA dj dk Hkqxrku dh 25 vuqlwph&2 esa fofufnZ”V ns; okf”kZd dj ,dy fd’r esa lans; gksxkA tc jhfr rd iw.kZ /kujkf’k dk Hkqxrku u fd;k tk; rc rd dksbZ foKkiu iVV ;k foKkiu ifjfufeZr ugha fd;k tk;sxkA {ks=ksa dk oxhZdj.k 26 foKkiuksa ij dj ds iz;kstukFkZ {ks= izfrf”k) {ks= dks NksMdj dj oxhZdj.k dk fofu’p; vkoaVu lfefr }kjk fd;k tk ldsxkA gVk;s tkus dh 27 fu;e 10 ds mi fu;e ¼1½ esa fufnZ”V fdlh foKkiu ;k foKkiu iVV ykxr dks gVkus ;k lkQ fd;s tkus dh ykxr uxj fuxe }kjk fu;r dh tk;sxhA vijk/kksa ds fy;s 28 ¼1½ bl mifof/k ds micU/kksa dk fdlh izdkj dk mYya/ku ,sls tqekZus ls tks n.M vkSj mudk ikap gtkj :Ik;s rd gks ldrk gS vkSj mYya/ku djrs jgus dh n’kk iz’keu esa izFke mYya/ku dh nks”k flf) ds Ik’pkr~ izR;sd ,sls fnu ds fy;s] ftl nkSjku ,slk mYya/ku tkjh jgk] ,sls tqekZus ls] tks ikWp lkS :Ik;s rd gks ldrk gS] n.Muh; gksxkA ¼2½ mi fu;e ¼1½ esa vUrfoZ”V fdlh ckr ds gksrs gq;s Hkh] bl mifof/k ds v/khu n.Muh; fdlh vijk/k dks vijk/k ds fy;s fu/kkZfjr /kujkf’k ds vk/ks ls vU;wu vkSj rhu pkSFkkbZ ls vuf/kd /kujkf’k olwy djus ij uxj vk;qDr ;k bl fufeRRk mlds }kjk izkf/kd`r fdlh vf/kdkjh }kjk iz’kfer fd;k tk ldrk gSA

- 16 -

izi= la0------ewY; :0 ------@& vuqlwph ¼fu;e 5¼1½ ns[ksa½ foKkiu fPkUg LFkkfir djus dh vuqefr gsrq vkosnu& i= ikliksVZ vkdkj dk fp= 1- vkosnd@ foKkiudrkZ dk uke------2- vfHkdj.k] izfr”Bku] dEiuh ;k laLFkk dk uke ------3& irk ------4& vkosfnr foKkiu ;k foKkiu iV dk izdkj ------5& fOkKkiu ;k fOkKkiu iV dk vkdkj------6& LFky ekufp= lfgr LFky dh vofLFkfr ------7& Hkwfe] Hkou ;k LFkku ds Lokeh ;k v/;klh dk uke------8& D;k ;g lkoZtfud LFky gS ;k O;fDrxr Hkwfe ;k Hkou gS \ 9& ¼,d½ ;fn O;fDrxr LFky ;k Hkou gS rks LokfeRo izek.k &i= ds lkFk Lokeh dh fyf[kr vuqefr layXu dh tk;A

¼nks½ Lokeh }kjk bl vk’k; dk opu i=] fd pwd dh n’kk esa og foKkiudrkZ dks ns; dj ds Hkqxrku dk nk;h gksxk] layXu djsaA ¼rhu½ uxj vk;qDr }kjk vuqeksfnr lajpuk vfHk;Urk }kjk fn;k x;k {kerk lEcU/kh

10& ¼,d½ vuqlwph & 2 ds vuqlkj okf“kZd dj ¼nks½ fd’r dh /kujkf’k 11- dksbZ vU; fooj.k ------layXud------fnukad ------vkosnd ds gLrk{kj

- 17 -

vuqlwph ¼fu;e 5¼1½ ns[ksa½ foKkiu vkSj foKkiu iV ij dj dh njsa 1- Hkwfe] nhoky vkSj Hkou] lkoZtfud LFkyksa vkSj lM+dksa ij fOkKkiu ;k foKkiu iV ds fuekZ.k vkSj izn’kZu ds fy;s&

oxhZdj.k Js.kh ns; okf“kZdj ¼izfr oxZ ehVj½

2- ;fn bl izdkj ds foKkiu ;k foKkiu iV fo|qr vFkok bysDVªfud izdk’k ;qfDr }kjk izfrfcfEcr gksa rks en ¼1½ esa fofufnZ“V njksa ij 50 izfr’kr vfrfjDr njsa gksxhA 3- ¼1½ 'kfDr pkfyr pkj ifg;k okgu ,oa vU; ij lpy foKkiu ¼lM+d izn’kZu dks NksM+dj½

oxhZdj.k ns; okf“kZd dj izfrokgu @izfr o“kZ gYdk okgu Hkkjh okgu

¼2½ lM+d izn’kZu ¼jksM 'kks½ fuEufyf[kr nj ij&

oxhZdj.k ns; okf“kZd dj izfrokgu @izfr fnu ¼,d½ rhu ifg;k ¼nks½ pkj ifg;k ¼rhu½ N% ifg;k

4- fo|qr rFkk vU; [kEckas ij foKkiu iV &

oxhZdj.k Js.kh ns; okf“kZdj ¼izfr oxZ ehVj½

5- iksLVj ¼izfr lSdM+k½ 6- ijpk ¼izfr gtkj½ 7- irkdk ¼cSuj½ ¼Ikzfr cSuj½

- 18 -

8- fo|qr ;k bysDVªkfud ;qfDr@ifjorZu’khy lans’k fpUgksa lfgr iznhIr fpUg &

oxhZdj.k Js.kh ns; okf“kZdj ¼izfr oxZ ehVj½

9- xqCckjs % :0 ------@&izfr fnu 10- Nrjh % :0 ------@&izfr fnu 11- ,dLrEHk % en& 1 ds vuqlkj 12- vU; izdkj ds foKkiu % en 4 ds vuqlkj

Li“Vhdj.k% 1- bl vuqlwph esa fofufnZ“V dj dh njsa vuqorhZ foRrh; o“kZ ftlesa ;g fu;ekoyh izo`Ùk gqbZ gks] ds nks foRrh; o“kksZ dh lekfIr ds ckn nl izfr’kr rd c<+h gqbZ le>h tk;sxhA rRi’pkr~ blh izdkj dh o`f) izR;sd nks foRrh; o“kZ dh lekfIr ds i’pkr~ izHkkoh gksxhA 2- Li“Vhdj.k ¼1½ ds vUrxZr o`f) dh x.kuk ds mn~ns‘; ls :i;s dk dksbZ Hkkx NksM fn;k tk;sxkA 3- dj vfxze :i ls lans; ;ksX; gksxkA 4- ;fn fdlh foRrh; o“kZ esa foKkiu dh vof/k 6 ekl ls vf/kd ugha gksrh gS rks fofufnZ“V okf“kZd dj dh nj ipkl izfr’kr de dj nh tk;sxhA 5- ;fn dksbZ foKkiudrkZ fdlh fOkKkiu dks 3 ekg ls vf/kd vof/k ds fy;s iznf’kZr djuk pkgrk gS rks uxj vk;qDr funs’k ns ldrk gS fd dj ekfld vk/kkj ij vkxf.kr gksxk fdUrq ,d fd’r esa olwyk tk;sxkA 6- dj ds lHkh vo’ks“k vf/kfu;e ds v/;k; bDdhl ds vuqlkj olwyh ;ksX; gksaxsA

Annexure 5.6 The Uttar Pradesh Municipal Corporation (Construction Maintenance and Operations of Parking Lots) Rules 2013 Proposed Draft

No------Dated, Lucknow------

The following draft rules which the Governor proposes to make in excises of powers under sub section (9A) of section 114, subsection (1) of section 540 and section 124 read with section 550 of the Uttar Pradesh Municipal Corporation Act 1959 (UP Act No II of 1959) is hereby published as required by subsection (2) of section 540 of aforesaid Act for information to all concerned with a view to inciting objections and suggestions in respect thereof . Objections and suggestions if any shall be sent in writing , addressed the Pramukh Sachiv Nagar Vikas Anubhag-9 Bapu Bhawan, Lucknow. Only such objections and suggestions which are received within thirty days from the date of this notification in the Gazette, shall be taken into Consideration.

THE UTTAR PRADESH MUNICIPAL CORPORATION (Construction Maintenance and Operations of Parking lots ) Rules 2013 sort title, extent 1 (1) These rules may be called The Uttar Pradesh Municipal and Corporation , Maintenance and Operations of Parking Lots Rules Commencement 2013. (2) They shall apply to every Municipal Corporation in Uttar Pradesh. (3) They shall come into force with effect from the date of their publication in the Gazette. Definition 2 1 In these rules unless there is anything repugnant in the subject or context- (i) “Act “means the Municipal Corporation Act 1959. (ii) “Parking lot” means such authorized and identified piece of Land or building or structure or place where vehicles may be parked. (iii) “Vehicles” means a wheeled conveyance . Capable of being used on street and includes a bicycle tricycle or motor vehicle as defined in the Uttar Pradesh Motor vehicles Taxation Act 1997 (UP Act No 21 of 1997) (iv) “Fee” means a price or charge which is collected against a service or facility or work provided for. (v) “Operator” means a person institution tender contractor, agency or service provided who is authorized under rules by competent level to maintain, manage the parking lot and to realize the fee or user charges. 2 Words and impression used but not defined in these rules, shall have the meaning assigned to them in the Act. Prohibition 3 No person shall park any vehicle or get the vehicles parked on any road, road pavement, footpath or public place other than parking places identified and authorized by the Municipal Commissioner. Arrangement of 4 (1) The identification and development of parking places as required Parking Place may be done on various places in the city by the Municipal Corporation . 2

(2) Capacity development and proper maintenance of existing parking places shall be ensured. (3) Construction of multi level parking , increasing of their number and floor height as required shall be done. (4) The construction of under ground parking places under the parks shall so be done that approximate 90% part in the parks on the ground shall be green fields and their development and maintenance shall be ensured. (5) For parking places, alternate spots as under the flyovers wherever suitable, parking arrangement along with green belt, place for markets and fares, open public spaces and like wise other places whenever they are not in use of their above purposes may be utilized for parking in fixed period. (6) Review of parking standards for commercial and mixed land use and provision of authorized parking on suitable streets may be considered. (7) Adequate parking lots shall be ensured in all public commercial and institutional buildings.

(8) Parking fee or user charges may be recovered for the vehicle parked in the night on the public roads and public places in front of residential or commercial houses. (9) The provision of the development of parking lots on the basis of private sector participation shall be considered . (10) whenever any development plan in the urban area is framed or lay out is prepared or sanctioned or any work of such type is performed by the Development Authorities, Developers , Bodies or any type of institutions , adequate parking facilities shall be ensured. (11) “Park and Ride “ facilities shall be provided at main spots of public transportations.

(12) Privatization of parking arrangements shall also be considerable. to minimize the pressure on parking arrangements operated by the Municipal Corporation. (13) Mixed land use in the urban area should be encouraged so that the construction of work place in residential areas, and availibity of commodities of daily uses may be ensured by which vehicles for going one place to another and need for parking may be minimized. (14) By Providing mass transportation and metro facilities etc. and discouraging the uses of private vehicles, parking demand may be minimized. (15) Seeking license from the Municipal Corporation for public parking , parking arrangements may be ensured near railway stations , schools , colleges, hostels factories, commercial buildings and other non residential buildings or at place of the city.

3

Operation of 5 (1) Proper maintenance of parking lots developed by the Municipal parking lots. Corporation shall be done by the Municipal Commissioner or any person, institution, agency or service provider authorized by him. (2) It shall be lawful for the Municipal Commissioner to maintain, operate manage, regulate and recover user charges of parking lots in any one or more of the following modes- (i) by public sector participation agreement. (ii) by public auction. (iii) by inviting tenders (iv) by own sources of the local body. (v) by other modes as Municipal Corporation or the State Government prescribe. (3) The determination of terms and conditions for any of the mode mentioned in sub rule(2) shall be specified by the Municipal Corporation and application shall be received in the prescribed form specified in Form -1 (4) Other detail terms, and conditions, restrictions, informations, securities, procedures and other required directions may be specified by the Municipal Corporation. Demarcation of 6 (1) Demarcation of the limit of every parking place shall be done and Limit limit indication sings shall be erected. (2) Use of parking out of prescribed limit shall be punishable. Determination 7 (1) Determination of the parking rates shall be done by the Municipal of rates. Corporation and amendments, alterations and additions of rates as required from time to time may be done.

(2) After classification of various areas of the city, category wise separate rates of parking in separate category may be decided , keeping in view the peak hours , non peak hours density of area and commercial activities etc. (3) Rates of parking fees shall be displayed in the proforma specified in Form-2, on the board measuring minimum 4 feet x 2.5 feet on any visible place in legible letters. (4) It shall be ensured that the parking fee rate board may not be defaced with any paper, colour or otherwise . Granting 8 (1) Licence in the Municipal limit may be granted for management , License for operation , regulation and maintenance of public parking and for parking Lots recovery of user charges under restrictions and conditions prescribed by the Municipal Commissioner or any officer authorized by him in this behalf. (2) Licence fees and other charges shall be recovered at the rates as are fixed by the Municipal Corporation time to time. (3) The licence shall be effective only for the period for which it was granted. (4) The licence granted shall not be transferable . (5) After expiry of such period for which the licence was granted the licence holder shall not be able to operate any kind of parking (6) over there. Vehicles shall be parked symmetrically so that it may not cause 4

(7) in convenience to come out other vehicles from parking place. In the public interest, the Municipal Commissioner shall have the right to suspend or cancel the licence even before the expiring of (8) the period. Proper maintenance and management shall be done by the (9) licence holder. It shall be the responsibility of the licence holder to pay attention towards, cleanliness and health conditions of the premises falling (10) under parking place. Other terms and conditions specified by the Municipal (11) Corporation shall be followed. Any kind of breakages or damages at parking place shall be compensated by the operator. Power to 9 If any person, institution , agency, partner, contractor or operator remove operates parking functions in contravention of the provisions of terminate these rules or causes contrary to public interest and safety the parking place. Municipal Commissioner or any officer authorized by him in this behalf may get the same removed or stopped or may take any other decision as he thinks fit. Declaration of 10 The Municipal Commissioner or the State Government or the prohibited area central Government may declare any of area or ward prohibited for construction, development or operation of parking lots. Enforcement 11 (1) Penalty against unauthorized and wrong parking may be decided by the Municipal Commissioner or any officer authorized by him this behalf. (2) In continuation of sub rule (1) vehicle removal charge may also be recovered. (3) Penalty against the vehicles parked unauthorized on public road, footpath or other public places may be imposed or other penal action may be taken by the Municipal Commissioner or any officer authorized by him in this behalf. Penalty and 12 (1) Any contravention of the provisions of these rules shall be composition of punishable with fine which may extend to five thousand rupees . offences (2) Not with standing anything contained in sub rules (1) any offence punishable under these rules may be compounded by the Municipal Commissioner or any officer authorized by him in this behalf on realization of the amount of the fine fixed for the offence.

5

FORM –A (see rule 5(3) Photo Application for allotment of parking place

1-Name of parking lot------

2-Name of the applicant and Name of the father------

3-Number of PAN CARD and Mobile Number------

4-Address for correspondence ------

5-Local Address ------

6-Maxmum amount ------in words------

7-Details of Bank Draft /Banks name/cash attached ------

8-Details of Band Draft/ Bank name /Cash regarding application fee------

9- Not-(1) To attach attested photograph and character certificate of the applicant is compulsory. (2) Applicant will have to furnish a certificate that he had read all terms and conditions and limit prescribed by the rule Municipal corporation or Municipal Commissioner and fully accepted .

Signature of Applicant

Date:

6

FORM –2 (see rule 7(2)

1-Name of Nagar Nigam------

2-Name of Parking Lot------

3-Name of the operator ------

4-Mobile Number ------

5-Rates of Parking fee------

1-Car and Four wheeler ------

2-Scooter/Motor Cycle ------

3-Bicycle------